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Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ENVIRONMENTAL ASSESSMENT
FOR THE
CSXT/NS MAINLINE GRADE SEPARATION PROJECT
(TIP Project No. P-5002)
MECKLENBURG COUNTY, NORTH CAROLINA
Green Sheet
Page 1 of 2
Commitments Developed Through Project Development and Design
NCDOT
The North Carolina Department of Transportation (NCDOT) will take a proactive approach to
implementing sediment and erosion control Best Management Practices (BMPs) throughout
Project Development and Design. All sediment and erosion control BMPs will be implemented
in accordance with North Carolina Department of Environment and Natural Resources
(NCDENR) Division of Water Quality’s Design Standards in Sensitive Watersheds1
to reduce
potential for nutrient runoff into Little Sugar Creek and Irwin Creek.
Design plans will incorporate the treatment of stormwater runoff through the use of appropriate
BMPs as defined in the most recent version of NCDENR Division of Water Quality’s Stormwater
Best Management Practices (July 2007).
The proposed Maxwell Court Extension portion of the Project will directly impact soil identified
as an asbestos contaminated area. The NCDOT will coordinate with the Mecklenburg County
Health Department, the North Carolina Department of Health and Human Services, and the
Environmental Protection Agency (EPA) to determine the best course of action to minimize
disturbance of the soil while constructing the Maxwell Court Extension.
NCDOT will incorporate welded-rail into the Project's design in an effort to reduce rail noise
throughout the Project corridor.
In the area of Elmwood/Pinewood Cemetery that is adjacent to the CSX Transportation (CSXT)
railroad, NCDOT will conduct additional investigations to determine the nature of the anomalies
discovered by ground-penetrating radar (GPR) and how many of these are graves. NCDOT will
conduct additional investigations to determine if there are burials along the fence line where the
GPR survey could not access. NCDOT will also monitor the removal of the modern fence and
other construction activities on the railroad side of the fence to determine if there are burial sites
that have not yet been identified. If burial sites are identified along the fence line or areas to be
disturbed by the Project construction, NCDOT will follow applicable state and federal laws to
reinter the remains. As a further mitigation measure, a decorative fence, similar to the existing
fence along West Ninth Street, and plantings will be installed along the edge of the trench
between the cemetery and railroad once the trench is constructed.
1 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20-
%20environment%20and%20natural%20resources/chapter%2004%20-
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ENVIRONMENTAL ASSESSMENT
FOR THE
CSXT/NS MAINLINE GRADE SEPARATION PROJECT
(TIP Project No. P-5002)
MECKLENBURG COUNTY, NORTH CAROLINA
Green Sheet
Page 2 of 2
Commitments Developed Through Project Development and Design
For the Seaboard Street Historic District, NCDOT plans to demolish the John B. Ross Bag
Company Warehouse, the People's Ice and Coal Company Building and a small portion of the
Interstate Mill through construction of the Project. NCDOT will undertake a survey to document
the buildings, including historic research, develop architectural plans, and conduct a photo
archive of the buildings.
For the Soule Steel and Iron Works historic resource, NCDOT plans to demolish the piece of
craneway equipment between the property fence and the CSXT mainline track. NCDOT will
undertake a survey to document the equipment, including historic research, and conduct a
photo archive of the structure.
For the Southern Asbestos Company Mills and the Seaboard Street Historic District, NCDOT
will require the contractor to use construction methods and equipment that will minimize
vibration and not damage historic buildings within the Project area.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-1
EXECUTIVE SUMMARY
The North Carolina Department of Transportation (NCDOT) Rail Division, in conjunction with the
Federal Railroad Administration (FRA), proposes to undertake the CSX Transportation
(CSXT)/Norfolk Southern (NS) Railroad Mainline Grade Separation Project (Project) in the City
of Charlotte, Mecklenburg County, North Carolina. The NCDOT State Transportation
Improvement Program (TIP) number for this Project is P-5002. The purpose of the Project is to
grade separate the intersection of two major Class I railroads in Center City (Uptown) Charlotte
in order to enhance safety, improve reliability, improve operations, increase operational capacity
for commuter and passenger rail, and improve the quality of life for nearby businesses and
residents. The grade separation will also help accommodate the projected doubling of freight
rail volume in the area, which is independent of the implementation of this Project. The term
“grade separation” simply means to elevate one roadway/rail over the other by means of
bridging.
This Project (P-5002) will facilitate and support future increased passenger rail service between
Raleigh and Charlotte for the NCDOT Piedmont Improvement Program (PIP). The PIP provides
the capacity along the Piedmont Corridor to facilitate the introduction of up to 12 daily (six round
trip) passenger trains between Raleigh and Charlotte.
The NCDOT Piedmont Corridor is part of the federally designated Southeast High Speed Rail
(SEHSR) corridor connecting northeastern states and Washington, DC through Richmond, VA
to Raleigh and Charlotte, NC and Atlanta, GA. In Atlanta, the SEHSR extends southeast to
Savannah, GA and Jacksonville, FL; and the Gulf Coast High Speed Rail (GCHSR) corridor
extends southwest to New Orleans, LA, Mobile, AL, and Houston, TX.
NCDOT, the Virginia Department of Rail and Public Transportation (DRPT), the Federal
Highway Administration (FHWA), and FRA completed a Tier I Environmental Impact Statement
(EIS) and FRA and FHWA issued a Record of Decision (ROD) for the portion of the SEHSR
corridor between Charlotte and Washington, DC in 2002. This Environmental Assessment (EA)
for P-5002 is one of several Tier II, or project level, studies being progressed under the
overarching Tier I EIS for the portion of the SEHSR corridor between Charlotte and Raleigh.
The portion of the SEHSR between Richmond and Washington, DC will be studied by FRA and
the Virginia DRPT in a Tier II EIS. FRA has awarded approximately $45 million to Virginia to
fund this EIS, as well as preliminary engineering. The Tier II EIS process for the Raleigh to
Richmond portion is currently in the FEIS development phase, and a ROD is anticipated in early
2014.
The PIP consists of track capacity and grade separation projects that must be completed in
order to provide more frequent passenger rail service along the Piedmont Corridor between
Raleigh and Charlotte. These projects comprise improvements to part of the SEHSR, and will
also benefit the host railroads on the corridor, including NS, CSXT, and the North Carolina
Railroad (NCRR).
The Project is intended to remove the daily conflict between approximately 40 NS freight trains
and 10 CSXT freight trains, as well as conflicts between passenger rail trains (both future and
existing), CSXT/NS freight trains, and a new commuter rail service proposed by the Charlotte
Area Transit System (CATS).
The Project will address the following need elements:
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-2
1. Improve the safety, reliability, and efficiency of NS freight trains;
2. Improve the safety, reliability, and efficiency of CSXT freight trains;
3. Enhance the safety of vehicles and pedestrians;
4. Provide for the safe operation of the planned future CATS commuter rail service;
5. Provide for the safe operation of the existing and planned future passenger rail;
6. Improve interstate commerce;
7. Improve local air quality; and
8. Improve local quality of life and commerce.
NCDOT Rail Division’s 2002 Feasibility Study for the Charlotte Multi-Modal Station and Area
Track Improvements identified the grade separation of the at-grade intersection of the CSXT SF
Line from the NS Mainline at NS MP 377 as an important step towards the improvement of
transportation options in the Charlotte region. In the development of the 2002 Feasibility Study
and subsequent concept planning done by NCDOT, NS, and CATS, the following grade
separation alternatives were considered:
1. NS Mainline over CSXT SF Line
2. CSXT SF Line over NS Mainline
3. NS Mainline under CSXT SF Line
4. CSXT SF Line under NS Mainline
5. Freight Railroad Bypass
6. CSXT Trench Shift North
7. CSXT Tunnel
In addition to these rail grade separation alternatives, options were considered for altering the
Archer Daniels Midland (ADM) Company flour mill, which is adjacent to the CSXT track. These
alternatives were developed to minimize impacts to the ADM operations and to the Seaboard
Street Historic District.
The Build Alternative consists of the relocation of the CSXT SF Line into a trench to grade-separate
the CSXT SF Line from the NS Mainline. The proposed CSXT trench will be
constructed on the existing CSXT horizontal alignment were feasible, but the profile of the line
will be revised to enable the CSXT SF Line to pass under the NS Mainline. The NS Mainline
will remain in its current position and will span the CSXT trench by means of a new 3-track
bridge. A temporary mainline track will be constructed for CSXT to facilitate construction of the
CSXT trench and the new NS Mainline bridge over the trench. Prior to construction of the
trench, the Project will shift NC Music Factory Boulevard (formerly Seaboard Street) to maintain
a four-lane roadway from North Graham Street to Maxwell Court, and will construct the Maxwell
Court Extension from 12th Street to Hamilton Street to accommodate vehicular and emergency
access to businesses in the area. Modifications will be made to the ADM flour mill to allow the
mill to continue operating during Project construction.
This EA has been prepared in accordance with FRA’s Procedures for Considering
Environmental Impacts (64 Fed. Reg. 28545). The level of environmental analysis summarized
in this document is consistent with the expected magnitude of impact for the Project. The
following table provides an outline of the anticipated environmental consequences related to
implementing the Build Alternative.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-3
Section of EA Summary of Impacts Proposed Mitigation
3.1.1
Air Quality
No Impact. The results of the
Applicability Analysis as part of the
General Conformity process
showed the Project to be below
threshold and regionally
insignificant.
Not applicable.
3.1.2
Noise & Vibration
Minor Impact. No increases in
noise levels are anticipated as a
result of the Build Alternative. The
use of some construction equipment
and techniques may cause vibration
above FTA thresholds for older
buildings, which might damage
buildings closest to the Project.
NCDOT will require the
contractor to use equipment that
will produce vibrations below
FTA thresholds. For the ADM
mill, NCDOT will conduct
additional structural
investigations and determine
more precisely the construction
techniques and equipment to be
used.
3.1.3
Water Quality
Minor Impact. The Build
Alternative will not permanently
impact water quality and will not
cause a change in the Class C
classification designated by
NCDENR DWQ. However, the
Build Alternative will encroach upon
two Mecklenburg County 35-foot
post-construction Surface Water
Improvement & Management
(SWIM) buffers. Temporary
impacts associated with
construction stormwater and
sedimentation may occur as part of
construction activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
3.1.4
Water Bodies &
Waterways
Minor Impact. The Build
Alternative will result in permanent
impacts to one intermittent tributary
to Irwin Creek along the proposed
Maxwell Court Extension.
However, the project will increase
the total linear feet of the tributary
that is open. Temporary impacts
associated with construction
stormwater and sedimentation may
occur as part of construction
activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-4
Section of EA Summary of Impacts Proposed Mitigation
3.1.5
Floodplains
No Impact. The Build Alternative
will not permanently impact the 100-
year floodplain of Little Sugar Creek
or the 100-year floodplain of Irwin
Creek.
Not Applicable.
3.1.6
Wetlands
No Impact. There are no wetlands
within the Project area. Therefore,
the Project will not have permanent,
temporary, secondary, or
cumulative wetland impacts.
Not Applicable.
3.1.7
Coastal Zones
No Impact. This Project is located
in Mecklenburg County, which is not
one of North Carolina’s 20 coastal
zone counties.
Not Applicable.
3.1.8
Farmland
No Impact. The areas adjacent to
the Project area are developed and
urban in nature. No land exhibiting
the criteria of farmland is present
within or adjacent to the Project
area.
Not Applicable.
3.2.1
Ecologically
Sensitive Areas
No Impact. A survey of the Project
area found no ecologically sensitive
areas, wildlife habitat, or designated
critical habitat areas.
Not Applicable.
3.2.2
Threatened &
Endangered
Species
No Impact. Field surveys found no
evidence of federal or state-listed
threatened and endangered species
within the Project area.
Not Applicable.
3.3.1
Transportation
Minor Impact. The Build
Alternative will have a positive
impact on freight and rail
transportation by eliminating the
need for CSXT trains to waiting for
NS clearance to proceed. The Build
Alternative will permanently
eliminate two public and two private
roadway/rail at-grade crossings to
vehicular traffic but will ensure
alternate access. Some off-street
parking areas will be relocated.
See proposed mitigation under
Section 3.4.2.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-5
Section of EA Summary of Impacts Proposed Mitigation
3.3.2
Land Use, Zoning, &
Property Acquisition
Minor Impact. The Build
Alternative will not have a significant
impact on land use or zoning as it
will be consistent with existing land
use plans and local planning
documents. The Build Alternative
will require the total take of four
parcels, plus construction and
railroad easements. The County's
vehicle maintenance garage and
the county surface parking area will
be relocated. Truck parking for the
ADM mill will be relocated.
Not Applicable.
3.3.3
Environmental
Justice &
Community
Disruption
No Impact. No disproportionately
high or adverse effects to the
identified low-income or minority
populations are anticipated. The
Build Alternative will not result in the
disruption or segmentation of
existing communities. The Project
will have an overall positive effect
on the adjacent communities, with a
reduction in train horn noise and
train exhaust emissions from trains
waiting to cross the railroad
intersection.
Not Applicable.
3.3.4
Safety & Security
Minor Impact. The trench
represents a potential safety risk.
NCDOT will incorporate safety
and security countermeasures
(i.e. security fencing, safety
niches, lighting, and emergency
exit stairways) into the Build
Alternative.
3.3.5
Hazardous Materials
Inventory
Minor Impact. 20 potential
hazardous material sites were
identified within the Project study
area. The right-of-way for the
proposed Maxwell Court Extension
includes soil that has been identified
by Mecklenburg County as
containing asbestos, likely from the
adjacent Southern Asbestos
Company Mills.
NCDOT will undertake a more
detailed study of the sites
identified in the inventory prior to
acquisition of right-of-way or
construction. For Maxwell Court
Extension, NCDOT will work with
EPA, Mecklenburg County and
NCDENR and develop a plan to
mitigate and/or remove the
materials.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-6
Section of EA Summary of Impacts Proposed Mitigation
3.3.6
Cultural Resources
Adverse Effect. The Build
Alternative will have an adverse
effect on Elmwood/Pinewood
Cemetery through removal of the
existing fence and vegetation
adjacent to the CSXT railroad,
which may require moving
unmarked burials. The Build
Alternative will have an adverse
effect on the Soule Steel and Iron
Works by requiring removal of a
piece of craneway equipment from
the railroad right-of-way. The Build
Alternative will also have an
adverse effect on the Seaboard
Street Historic District, by requiring
full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
historic resources.
Elmwood/Pinewood
Cemetery: NCDOT will monitor
construction activities to
determine if there burial sites
that have not yet been identified.
If burial sites are identified in
areas to be disturbed by the
Project construction, NCDOT
will follow applicable state and
federal laws to reinter the
remains.
NCDOT will install a decorative
fence, and plantings will be
installed along the edge of the
trench between the cemetery
and railroad once the trench is
completed.
Seaboard Street Historic
District & Soule Steel and Iron
Works: For the structures that
will be demolished through
construction of the trench,
contractor staging/laydown area,
and partial relocation of ADM
facilities, NCDOT will undertake
a survey to document the
buildings, including historic
research, developing
architectural plans, and
conducting a photo archive of
the buildings or equipment.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-7
Section of EA Summary of Impacts Proposed Mitigation
Section 4(f)
Resources
(chapter 5)
Uses. For Elmwood/Pinewood
Cemetery, the Build Alternative will
cause removal of the existing fence
and vegetation adjacent to the
CSXT railroad, which may require
moving unmarked burials. The
Build Alternative will require
removal of a piece of craneway
equipment from the railroad right-of-way
at the Soule Steel and Iron
Works. In the Seaboard Street
Historic District, the Project will
require full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
Section 4(f) resources, as
described above under Cultural
Resources.
3.3.7
Section 6(f)
Resources
No Impact. There are no Section
6(f) resources in the Project area.
Not Applicable.
3.4.1
Temporary Rail
Impacts
Minor Impact. Rail service will
continue during construction on
both the CSXT and NS mainlines.
CSXT rail storage capacity will be
temporarily reduced with the
removal of the CSXT Tryon Yard.
NCDOT will coordinate with
CSXT and NS to ensure that
temporary impacts to both
railroads are minimized.
3.4.2
Temporary
Transportation
Impacts
Minor Impact. NC Music Factory
Boulevard will be shifted to allow
construction of a temporary CSXT
track, and will be reduced to two
travel lanes between Maxwell Court
and Hamilton Street during
construction. On-street parking
along NC Music Factory Boulevard
will be temporarily eliminated.
Some CATS bus routes will be
temporarily re-routed during
construction.
NCDOT will participate with the
City of Charlotte in construction
of Maxwell Court Extension to
ensure access to NC Music
Factory.
NCDOT will coordinate with the
City of Charlotte and CATS to
minimize impacts.
3.4.3
Temporary Business
Impacts
Minor Impact. Access to area
businesses such as the NC Music
Factory and ADM mill will be
maintained. Businesses on North
Church Street will have other
roadway improvements completed
to mitigate the closure of the Church
Street roadway/rail at-grade
crossing. NCDOT will construct a
temporary flour and bulk load-out
facility for ADM to maintain
operations.
NCDOT will coordinate with
ADM, NS and CSXT to maintain
mill operations during Project
construction.
Where feasible, NCDOT will
construct area street
improvements as an early phase
to maintain business access.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-8
Section of EA Summary of Impacts Proposed Mitigation
3.4.4
Solid Waste
Disposal
No Impact. Solid waste resulting
from construction will be disposed
of in accordance with State and
local requirements throughout the
duration of construction.
Not Applicable.
3.4.5
Use of Energy
Resources
No Impact. During construction,
there will be an increase in energy
usage due to construction related
activities. However, upon the
completion of construction, the
project will facilitate more efficient
operations for trains and an
elimination of automobile idling due
to stopped trains, resulting in lower
energy usage.
Not Applicable.
3.4.6
Use of Other Natural
Resources
No Impact. The use of other
natural resources will be minimal
during construction. Efforts will be
made during construction to
minimize adverse impacts to natural
resources both onsite and adjacent
to the construction boundary.
Not Applicable.
3.5
Aesthetic and
Design Quality
Impacts
Minor Impact. Temporary visual
impacts attributed to construction
activities will occur. Views of heavy
equipment and material stockpiles
will be commonplace throughout the
duration of construction.
Visual changes will occur in around
Elmwood/Pinewood Cemetery, NC
Music Factory, and residential areas
adjacent to the railroad corridor.
Where feasible, NCDOT will
install a visual barrier between
the temporary CSXT SF Line
and NC Music Factory
Boulevard.
NCDOT will install a decorative
fence and landscaping
separating the CSXT railroad
and Elmwood/Pinewood
Cemetery. NCDOT also will
install landscaping east of the
proposed ADM west tracks to
visually screen the tracks from
residences along Smith Street.
Where needed, NCDOT will
replace existing vegetation
screening between the railroad
and residences located along
North Brevard and Caldwell
Streets.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-9
Section of EA Summary of Impacts Proposed Mitigation
3.6
Possible Barriers to
Elderly and
Handicapped
No Impact. Construction of the
Project is not anticipated to result in
barriers to the elderly and
handicapped populations. Access
to area resources such as the NC
Music Factory will be maintained at
all times during and following
construction. The Project will
include replacing the Johnson
Street roadway/rail at-grade
crossing with a pedestrian bridge
over the CSXT trench to allow
pedestrian access between NC
Music Factory Boulevard and the
entrances to the Cemetery.
Not Applicable.
3.7
Public Health
No Impact. No impacts to public
health are anticipated as a result of
the Build Alternative. Air Quality
assessment show the Project to be
below air quality thresholds, and the
Project is not expected to have
major impacts to hazardous
materials, wetlands, area streams
or waterways.
Not Applicable.
3.8
Public Safety
Minor Impact. The Build
Alternative will improve overall
public safety through the elimination
of four roadway/rail at-grade
crossings, and through the
elimination of the CSXT/NS railroad
at-grade intersection. Particular
attention will be given to the
maintenance of public safety for the
duration of construction.
The Project will include security
fencing to minimize trespassing
onto railroad right-of-way, and
security fencing along both sides
of the CSXT trench.
Public access to the construction
site will be limited through the
use of temporary fencing,
warning signs, or other safety
precautions.
3.9
Recreational
Opportunities
No Impact. Construction of the
proposed CSXT trench is not
anticipated to impact recreational
opportunities in and around the
Project study area. The Project will
not permanently alter access to
local recreational resources such as
the NC Music Factory. No parks or
public recreation lands are located
within or directly adjacent to the
Project study area. Access to
Elmwood/Pinewood Cemetery will
be maintained.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-10
Section of EA Summary of Impacts Proposed Mitigation
3.10
Secondary &
Cumulative
Impacts
Minor Impact. The improved
freight service may make Charlotte
more attractive to rail dependent
industries. This may also increase
economic activity resulting from the
addition of industries relocating to
Charlotte to benefit from the
improved freight access. The Build
Alternative will also result in the
demolition of some warehousing
adjacent to the trench along
Johnson Street. A secondary
impact may be that these parcels
will likely be redeveloped into non-warehousing
uses. The Build
Alternative will have little
encroachment-alternation effects,
since it is within an active railroad
corridor.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
i
TABLE OF CONTENTS
CHAPTER 1.0 - PURPOSE & NEED ......................................................................................... 1
1.1 INTRODUCTION.................................................................................................................. 1
1.2 DECISION TO BE MADE .................................................................................................... 2
1.3 PROJECT HISTORY ........................................................................................................... 2
1.4 PROJECT AREA ................................................................................................................. 3
1.5 PURPOSE STATEMENT ..................................................................................................... 3
1.6 PROJECT NEED ELEMENTS ............................................................................................. 3
1.7 LOGICAL TERMINI/PROJECT LIMITS ............................................................................... 5
1.8 INDEPENDENT UTILITY ..................................................................................................... 5
CHAPTER 2.0 - ALTERNATIVES ............................................................................................. 7
2.1 NO-BUILD ALTERNATIVE .................................................................................................. 7
2.2 IDENTIFICATION OF THE BUILD ALTERNATIVE ............................................................. 7
2.2.1 Grade Separation Alternatives Considered .................................................................................. 7
2.2.2 CSXT Trench Alternatives Considered ......................................................................................... 8
2.3 DESCRIPTION OF SELECTED BUILD ALTERNATIVE ..................................................... 9
2.3.1 Temporary CSXT SF Line .......................................................................................................... 10
2.3.2 Modifications Prior to Trench Construction ................................................................................. 11
2.3.3 Bridges over the CSXT Trench ................................................................................................... 11
2.3.4 Temporary Relocation of ADM Mill Operations and Construction of ADM siding tracks ............ 12
2.3.5 Trench Construction ................................................................................................................... 14
2.3.6 NS Track Layout ......................................................................................................................... 15
2.3.7 CSXT/NS Interchange Track ...................................................................................................... 16
2.3.8 Capital Costs ............................................................................................................................... 16
CHAPTER 3.0 - AFFECTED ENVIRONMENT & ENVIRONMENTAL CONSEQUENCES .......17
3.1 PHYSICAL ENVIRONMENT ...............................................................................................17
3.1.1 Air Quality .................................................................................................................................. 17
3.1.2 Noise & Vibration ........................................................................................................................ 18
3.1.3 Water Quality .............................................................................................................................. 19
3.1.4 Water Bodies & Waterways ........................................................................................................ 20
3.1.5 Floodplains ................................................................................................................................. 21
3.1.6 Wetlands .................................................................................................................................... 22
3.1.7 Coastal Zones ............................................................................................................................. 22
3.1.8 Farmland .................................................................................................................................... 22
3.2 BIOLOGICAL ENVIRONMENT ..........................................................................................23
3.2.1 Ecologically Sensitive Areas ....................................................................................................... 23
3.2.2 Threatened & Endangered Species ........................................................................................... 23
3.3 HUMAN ENVIRONMENT ...................................................................................................24
3.3.1 Transportation ............................................................................................................................. 24
3.3.2 Land Use, Zoning, & Property Acquisition .................................................................................. 27
3.3.3 Environmental Justice & Community Disruption ......................................................................... 29
3.3.4 Safety & Security ........................................................................................................................ 31
3.3.5 Hazardous Materials Inventory ................................................................................................... 31
3.3.6 Cultural Resources ..................................................................................................................... 32
3.3.7 Section 6(f) Resources ............................................................................................................... 40
3.4 CONSTRUCTION IMPACTS ..............................................................................................40
3.4.1 Temporary Rail Impacts .............................................................................................................. 40
3.4.2 Temporary Transportation Impacts............................................................................................. 40
3.4.3 Temporary Business Operations ................................................................................................ 41
3.4.4 Solid Waste Disposal .................................................................................................................. 41
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ii
3.4.5 Use of Energy Resources ........................................................................................................... 41
3.4.6 Use of Other Natural Resources ................................................................................................. 41
3.5 AESTHETIC AND DESIGN QUALITY IMPACTS ...............................................................42
3.6 POSSIBLE BARRIERS TO THE ELDERLY AND HANDICAPPED ....................................42
3.7 PUBLIC HEALTH ...............................................................................................................42
3.8 PUBLIC SAFETY ................................................................................................................43
3.9 RECREATIONAL OPPORTUNITIES ..................................................................................43
3.10 SECONDARY & CUMULATIVE IMPACTS .......................................................................43
3.11 SUMMARY OF ENVIRONMENTAL CONSEQUENCES FOR THE BUILD ALTERNATIVE .......45
CHAPTER 4.0 - COORDINATION & CONSULTATION ...........................................................53
4.1 AGENCY COORDINATION ................................................................................................53
4.2 PUBLIC INVOLVEMENT ....................................................................................................54
CHAPTER 5.0 - SECTION 4(F) EVALUATION ........................................................................55
5.1 PURPOSE OF SECTION 4(F) EVALUATION ....................................................................55
5.2 APPLICABILITY OF SECTION 106 AND OF SECTION 4(F) TO THE PROJECT .............56
5.2.1 Section 106 Applicability ............................................................................................................. 56
5.2.2 Section 4(f) Applicability ............................................................................................................. 56
5.3 DESCRIPTION OF SECTION 4(F) RESOURCES ..............................................................57
5.4 DESCRIPTION OF ALTERNATIVES CONSIDERED .........................................................59
5.4.1 No-Build Alternative .................................................................................................................... 60
5.4.2 CSXT Over NS or NS Over CSXT Alternatives .......................................................................... 60
5.4.3 NS Under CSXT Alternative ....................................................................................................... 61
5.4.4 Freight Railroad Bypass Alternative (Avoidance Alternative) ..................................................... 62
5.4.5 CSXT Track/Trench Shift Alternative .......................................................................................... 63
5.4.6 CSXT Tunnel Alternative ............................................................................................................ 63
5.4.7 Relocation of ADM Flour Mill Alternatives .................................................................................. 64
5.5 DESCRIPTION OF IMPACTS TO 4(F) RESOURCES ........................................................66
5.5.1 Elmwood/Pinewood Cemetery .................................................................................................... 66
5.5.2 Seaboard Street Historic District ................................................................................................. 68
5.5.3 Soule Steel and Iron Works ........................................................................................................ 72
5.6 CONCLUSION ....................................................................................................................73
5.7 PUBLIC AND AGENCY COORDINATION .........................................................................74
CHAPTER 6.0 - LIST OF PREPARERS ...................................................................................77
CHAPTER 7.0 - REFERENCES ...............................................................................................79
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LIST OF APPENDICES
APPENDIX A - Project Mapping
APPENDIX B - Conceptual Plan Sheets
APPENDIX C - Air Quality, Noise, & Vibration
APPENDIX D - Agency Coordination
APPENDIX E - Threatened & Endangered Species
APPENDIX F - Public Involvement
APPENDIX G - Cultural Resources
APPENDIX H - Hazardous Materials
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CHAPTER 1.0 - PURPOSE & NEED
1.1 INTRODUCTION
The North Carolina Department of Transportation (NCDOT) Rail Division, in conjunction with the
Federal Railroad Administration (FRA), is proposing to undertake the CSXT Transportation
(CSXT)/Norfolk Southern (NS) Railroad Mainline Grade Separation Project (Project) in the City
of Charlotte, Mecklenburg County, North Carolina. The NCDOT State Transportation
Improvement Program (TIP) number for this Project is P-5002. The purpose of the Project is to
grade separate the intersection of two major Class I railroads in Center City (Uptown) Charlotte
in order to enhance safety, improve reliability, improve operations, increase operational capacity
for commuter and passenger rail, and improve the quality of life for nearby businesses and
residents. The grade separation will also help accommodate the projected doubling of freight rail
volume in the area, which is independent of the implementation of this Project. The term “grade
separation” simply means to elevate one roadway/rail over the other by means of bridging.
This Project (P-5002) will facilitate and support future increased passenger rail service between
Raleigh and Charlotte for the NCDOT Piedmont Improvement Program (PIP). The PIP provides
the capacity along the Piedmont Corridor to facilitate the introduction of up to 12 daily (six round
trip) passenger trains between Raleigh and Charlotte.
The NCDOT Piedmont Corridor is part of the federally designated Southeast High Speed Rail
(SEHSR) corridor connecting the northeastern states and Washington, DC through Richmond,
VA to Raleigh and Charlotte, NC to Atlanta, GA. In Atlanta, the SEHSR extends southeast to
Savannah, GA and Jacksonville, FL; and the Gulf Coast High Speed Rail (GCHSR) corridor
extends southwest to New Orleans, LA, Mobile, AL, and Houston, TX.
NCDOT, the Virginia Department of Rail and Public Transportation (DRPT), the Federal
Highway Administration (FHWA) and FRA completed a Tier I Environmental Impact Statement
(EIS) and FRA and FHWA issued a Record of Decision (ROD) for the portion of the SEHSR
corridor between Charlotte and Washington, DC in 2002. This Environmental Assessment (EA)
for P-5002 is one of several Tier II, or project level, studies being progressed under the
overarching Tier I EIS for the portion of the SEHSR corridor between Charlotte and Raleigh.
The portion of the SEHSR between Richmond and Washington, DC will be studied by FRA and
the Virginia DRPT in a Tier II EIS. FRA awarded approximately $45 million to Virginia to fund
this EIS, as well as preliminary engineering. The Tier II EIS process for the Raleigh to
Richmond portion is currently in the Final EIS (FEIS) development phase, and a ROD is
anticipated in early 2014.
The PIP consists of track capacity and roadway/rail grade separation projects that must be
completed in order to provide more frequent passenger rail service along the Piedmont Corridor
between Raleigh and Charlotte. These projects comprise improvements along part of the
SEHSR, and will also benefit the host railroads on the corridor, including NS, CSXT, and the
North Carolina Railroad (NCRR).
The Project is intended to remove the daily conflict between approximately 40 NS freight trains
and 10 CSXT freight trains, as well as conflicts between passenger rail trains (both future and
existing), NS/CSXT freight trains, and a new commuter rail service proposed by the Charlotte
Area Transit System (CATS). The Project will enhance safety by permanently eliminating or
grade separating four existing roadway/rail at-grade crossings and grade separating one
diamond rail/rail at-grade intersection. The Project will also eliminate traffic delays created
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when CSXT freight trains block nearby roadway/rail at-grade crossings for long periods, while
awaiting for dispatch priority from NS, and with reduced delays, will eliminate portions of the
idling engine noise that impacts nearby residences and businesses. The Project will also
enhance the environment, through reduced emissions and fuel consumption, by eliminating
idling trains and idling vehicles. Noise in the area will also be reduced by the elimination of train
wheels impacting the diamond crossing at the CSXT/NS at-grade intersection.
1.2 DECISION TO BE MADE
As proponents of an action supported by federal funds, the NCDOT Rail Division and the FRA
must comply with the National Environmental Policy Act of 1969 (NEPA). NEPA requires
federal agencies to consider the impacts of their actions on the natural, social, economic, and
cultural environment and to disclose those considerations in a public document. The NEPA
process is intended to help public officials make decisions based on an understanding of the
environmental consequences and take actions that protect, restore, and enhance the
environment.2
The purpose of this EA is to provide the FRA and the public with a full accounting of the
environmental impacts of the alternatives developed to meet the purpose and need. This EA
serves as the primary document to facilitate review of the Project by federal, state, and local
agencies and the public.
The EA process concludes with either a Finding of No Significant Impact (FONSI) or a
determination to proceed to the preparation of an Environmental Impact Statement (EIS). The
FONSI is a document that presents the reasons why the federal agency has concluded that
there are no significant environmental impacts associated with the completion of the Project and
identifies any necessary mitigation measures to ensure that there will be no significant impacts
to protected environmental resources.
1.3 PROJECT HISTORY
The City of Charlotte has a long history of rail service for both passenger rail and freight rail.
The popularity in passenger rail surged in the Charlotte region in 1990 when the NCDOT began
funding daily round trip service between Charlotte and New York on Amtrak’s Carolinian. In the
next 21 years (1990-2010), Charlotte's passenger rail ridership grew by 430 percent (1990:
36,547; 2010: 158,583), thereby placing a strain on the existing rail system already burdened by
increasing freight rail traffic that was diverted to rail due to congested roadways.
In 2002, the NCDOT Rail Division completed the Feasibility Study for the Charlotte Multi-Modal
Station and Area Track Improvements3
. The purpose of the study was to investigate the options
for developing a multi-modal transportation system in the Charlotte region that will have a
positive and lasting impact on the State of North Carolina. The 2002 feasibility study is a
“master plan” for rail improvements in the region and part of the study was focused on area
track and roadway-rail crossing safety improvements. One of the primary track improvement
projects that was identified and discussed in the feasibility study was the grade separation of the
intersection of the CSXT SF Line and NS Mainline tracks at NS Mile Post (MP) 377.
2 40 CFR 1500.1
3 NC Department of Transportation, Rail Division. Feasibility Study for the Charlotte Multi-Modal Station
and Area Track Improvements. May 2002. http://www.bytrain.org/istation/icharlotte.html
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The Charlotte area is also implementing a light rail and commuter rail plan. The elimination of
the existing diamond and grade separating the tracks will also facilitate future extension of
Charlotte’s commuter rail system, CATS, on the NS O Line to the north as ridership demand
warrants.
1.4 PROJECT AREA
The Project is located in the City of Charlotte, Mecklenburg County, North Carolina. The Project
area can generally be characterized as an urbanized railroad corridor. Land use adjacent to the
railroad corridor is comprised of a mixture of land uses including industrial, commercial,
cemetery, multi-family, and vacant/wooded lots. A project location map (Figure 2) and a project
study area map (Figure 3) are included in Appendix A.
1.5 PURPOSE STATEMENT
The Project will grade separate the CSXT SF Line and NS Mainline tracks at MP 377. The
Project will address the following need elements:
1. Improve the safety, reliability, and efficiency of NS freight trains;
2. Improve the safety, reliability, and efficiency of CSXT freight trains;
3. Enhance the safety of vehicles and pedestrians;
4. Provide for the safe operation of the planned CATS future commuter rail service;
5. Provide for the safe operation of the existing and planned future passenger rail;
6. Improve interstate commerce;
7. Improve local air quality; and
8. Improve local quality of life and commerce.
Additional detail on these project need elements is provided in the following section.
1.6 PROJECT NEED ELEMENTS
1. Improve the safety, reliability, and efficiency of NS freight trains - NS controls the existing
rail/rail at-grade intersection and has approximately 40 trains per day that cross this rail/rail
diamond intersection (See Photo 1). Some of these trains transport hazardous materials.
Although NS freight trains are rarely delayed by the CSXT freight trains (since NS controls
dispatch of the at-grade intersection) any type of incident on the CSXT tracks at the existing
at-grade intersection would seriously delay NS
Mainline traffic between the Northeast and
Atlanta. In addition, eliminating the existing at-grade
intersection will remove the costs currently
incurred by NS to manage and maintain the
existing at-grade intersection and will eliminate
the potential for train/train collisions.
2. Improve the safety, reliability, and efficiency of
CSXT freight trains - Currently CSXT has
approximately 10 freight trains per day that travel
over the existing at-grade intersection. The
Project will not only eliminate the long delays for
CSXT that occur on a daily basis, but it will also
eliminate many of the traffic delays for the surrounding residents, commuters and
businesses that occur whenever CSXT freight trains block roadway/rail at-grade crossings
for extended periods. The reduction in delays will have secondary benefits, including a
Photo 1: Existing CSXT/NS diamond intersection
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CSXT/NS Mainline Grade Separation Project
4
reduction in fuel consumption caused by idling vehicles, as well as a reduction in the noise
caused by trains idling for extended periods of time in one location. Grade separating the
CSXT and NS tracks will also allow CSXT to increase their operating speeds from 15 mph to
35 mph for a single mainline track in the trench, which will improve the efficiency of CSX’s
rail operations.
3. Enhance the safety of vehicles and pedestrians - The Project will eliminate or grade
separate four existing at-grade roadway/rail crossings along the CSXT SF Line, thereby
improving safety for vehicles and pedestrians by reducing the potential for train and
vehicle/pedestrian collisions.
4. Provide for the safe operation of the planned future commuter rail - At the time this
document was prepared, CATS had developed a plan to provide commuter rail service from
Mooresville to Center City Charlotte, as part of the CATS 2030 Transit Corridor System
Plan.4
This plan, referred to as the CATS North Corridor Commuter Rail, will utilize the
existing NS O Line, located to the west of the existing CSXT/NS diamond (the O Line is
currently not in service at this location). Since the O Line also crosses the CSXT tracks, the
Project will also separate the future commuter rail from the CSXT tracks and remove the
potential for train/train conflicts between CATS and CSXT freight trains.
5. Provide for the safe operation of the existing and future passenger rail - Currently, two
Amtrak passenger trains (Crescent trains #19 and #20) pass through the existing CSXT/NS
rail/rail at-grade intersection on a daily basis. NCDOT and the City of Charlotte have
proposed (as part of a separate joint CATS/NCDOT project5
) to relocate the existing Amtrak
station approximately 0.64 miles south of the proposed grade separation Project. This
station relocation will result in an additional six Amtrak passenger trains (Piedmont trains
#73, #74, #75 and #76 and Carolinian trains #79 and #80) that will need to pass through the
existing at-grade intersection. The PIP includes near-term and long-term plans to enhance
passenger rail service between Charlotte and Raleigh, which will result in additional
passenger trains traveling through the existing CSXT/NS rail/rail at-grade intersection. The
Project will grade separate the existing CSXT/NS at-grade intersection and reduce the
potential for passenger train and freight train conflicts.
6. Improve interstate commerce - The Project is vital for the growing port-to-market intermodal
shipping that is increasing across the U.S. The Port of Wilmington to Charlotte corridor has
been identified in CSX’s National Gateway initiative as integral to improving efficiency for
freight rail between mid-Atlantic ports and Midwest markets. NS has included Charlotte as
part of the NS I-81 Crescent Corridor to increase capacity from Louisiana to New Jersey.
Both CSXT and NS have also already received Safe, Accountable, Flexible, Efficient
Transportation Equity Act (SAFETEA-LU) Section 1306 funds to expand intermodal capacity
at their respective intermodal yards in Charlotte. As this intermodal traffic grows, the grade
separation will be needed to make certain this increased interstate traffic does not encounter
a bottleneck in downtown Charlotte.
7. Improve local air quality - The Project will eliminate the idling of CSXT locomotives waiting
for clearance of the CSXT/NS at-grade intersection and will eliminate the subsequent
4 CATS 2030 Transit Corridor System Plan. Adopted November 15, 2006.
http://charmeck.org/city/charlotte/cats/planning/2030Plan/Pages/default.aspx
5 Environmental Assessment - Charlotte Gateway Station. April 2009.
http://charmeck.org/city/charlotte/cats/planning/facilities/gatewaystation/Pages/Projectfacts.aspx
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CSXT/NS Mainline Grade Separation Project
5
vehicular traffic delays caused by CSXT freight trains blocking the adjacent at-grade
roadway/rail crossings. Eliminating the idling trains and idling vehicles will reduce
emissions, thereby improving air quality for the businesses and residences surrounding the
existing CSXT/NS at-grade intersection.
8. Improve the local quality of life and area commerce - The Project will reduce area noise by
eliminating the need for CSXT freight trains to blow their horns within the Project area (due
to grade separation), by eliminating the idling engine noise created when CSXT freight trains
await clearance from NS to access the existing at-grade intersection, and by eliminating the
“banging” noise caused by trains traveling through the existing diamond rail interchange.
The grade separation will also eliminate the ensuing traffic congestion caused by trains
blocking various roadway-rail at-grade crossings while waiting for clearance. The Project
will also include construction of a new street to allow access to area businesses during
construction, and will include bridges over the CSXT line to accommodate vehicular and
pedestrian access in the area. As this area of Center City Charlotte continues to grow,
eliminating and mitigating the negative impacts from the adjacent rail operations will be
critical.
1.7 LOGICAL TERMINI/PROJECT LIMITS
Construction of the Project will be complex since the CSXT and NS tracks are active railroads
and cannot be shut down for long periods of time; the Project area is highly urbanized and
completely developed; and the Brookshire Freeway (I-277) runs overhead at the proposed
location of the grade separation. Construction will be completed in multiple stages, and will
include a temporary run-around track for CSXT. Finally, area street improvements will be
completed to ensure access for businesses and residents. Taking into account the area
required to construct the Project and the area needed to assess environmental impacts, the
Project limits have been defined as:
1. Eastern Terminus - Crossing of existing CSXT tracks and North Davidson Street
2. Western Terminus – The CSXT railroad bridge over I-77
3. Northern Terminus – 2,000 feet north of crossing of existing NS tracks and North
Graham Street
4. Southern Terminus - Crossing of existing NS tracks and West Sixth Street
5. Proposed street improvements on Maxwell Court Extension between NC Music Factory
Boulevard (formerly Seaboard Street) and Hamilton Street; on NC Music Factory
Boulevard from Hamilton Street to North Graham Street; and on North Church Street
between Wadsworth Place and West 11th Street
A map showing the Project study area is included in Figure 3 (Appendix A).
1.8 INDEPENDENT UTILITY
The Project was identified and studied as part of the NCDOT Rail Division’s 2002 Feasibility
Study for the Charlotte Multi-Modal Station and Area Track Improvements.6
6 See above at 3.
The study
investigated the options for developing a multi-modal transportation system for the Charlotte
region that will have a positive and lasting impact on the State of North Carolina. One of the
outcomes of the report was the creation of the Charlotte Rail Improvement and Safety Program
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CSXT/NS Mainline Grade Separation Project
6
(CRISP). The Project is one of the component projects included in CRISP. A copy of the
CRISP project map is included in Appendix A (Figure 1). The Project is also part of the
proposed federally designated SEHSR corridor.
In accordance with NEPA guidelines, a project must have independent utility. i.e., be usable and
be a reasonable expenditure even if no additional transportation improvements in the area are
made. Even though the Project is part of CRISP, PIP and SEHSR, completion of the Project will
result in significant identifiable benefits regardless of whether the CRISP and SEHSR projects
are completed and the Project does not depend on any other project (current or future) to meet
the established Project purpose and need. In addition, the Project will not be segmented into
interdependent parts. Therefore, independent utility is established.
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CSXT/NS Mainline Grade Separation Project
7
CHAPTER 2.0 - ALTERNATIVES
The NCDOT Rail Division evaluated alternatives to meet the Project’s purpose and need. This
evaluation included the No-Build Alternative (a requirement of the National Environmental Policy
Act (NEPA) that provides a baseline for comparison with any other alternative), various
alternatives that NCDOT determined were not feasible or prudent, and one Build Alternative.
2.1 NO-BUILD ALTERNATIVE
As noted above, the No-Build Alternative was considered. The No-Build alternative would not
grade separate the CSXT and NS railroad lines, and thus would not improve safety for
pedestrians, vehicles and trains; would not improve the efficiency of freight trains and
existing/future passenger and high speed rail operations; and would not reduce air and noise
pollution. These issues would only further deteriorate as the Project study area continues to
grow in population, employment and traffic. The No-Build would hinder the Charlotte Area
Transit System's construction of the North Corridor commuter rail line on the NS O Line, since
the O Line and CSXT Line would continue to be at-grade. In addition, the proposed CATS North
Corridor Commuter Rail, the relocated Amtrak Station, and future increased service will add
more rail traffic to the Project study area. Thus, NCDOT determined that the No-Build would not
meet the Project purpose and need and eliminated it from consideration.
2.2 IDENTIFICATION OF THE BUILD ALTERNATIVE
2.2.1 Grade Separation Alternatives Considered
NCDOT Rail Division’s 2002 Feasibility Study for the Charlotte Multi-Modal Station and Area
Track Improvements7
identified the grade separation of the CSXT SF Line from the NS Mainline
at NS Milepost (MP) 377 as an important step towards the improvement of transportation
options in the Charlotte region. In the development of the 2002 Feasibility Study and
subsequent concept planning done by NCDOT, NS, and CATS, the following grade separation
alternatives were considered:
NS Mainline over CSXT SF Line – This alternative would require raising the NS Mainline over
the CSXT SF Line. The Study concluded that raising the NS Mainline above existing grade
was not feasible due to the elevated Brookshire Freeway (I-277) and North Graham Street
overhead bridge in the Project vicinity. Placing the NS Mainline above the existing grade
would require the railroad to clear not only the CSXT SF Line but also the elevated Brookshire
Freeway (I-277) and the North Graham Street overhead bridge. The raising of the NS tracks
would require the entire future Charlotte Gateway Station (building, tracks, platforms) to be
elevated, and therefore create operational changes and a major visual barrier for the Fourth
Ward Historic District and other areas of downtown Charlotte. These constraints make this
alternative cost prohibitive and, therefore, NCDOT eliminated it from further consideration.
CSXT SF Line over NS Mainline – This alternative would require raising the CSXT SF Line
over the NS Mainline. The Study concluded that raising the CSXT SF Line above the existing
grade was not feasible due to the elevated Brookshire Freeway (I-277) and North Graham
Street overhead bridge in the Project vicinity. Placing the CSXT SF Line above existing grade
would require the railroad to clear not only the NS Mainline but also the elevated Brookshire
Freeway (I-277) the North Graham Street overhead bridge, and would require reconstruction
7 See above at 3.
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CSXT/NS Mainline Grade Separation Project
8
of the historic CSXT bridge over North Tryon Street. These constraints make this alternative
cost prohibitive and, therefore, NCDOT eliminated it from further consideration.
NS Mainline under CSXT SF Line - Placing the NS Mainline below grade (in a trench or
tunnel) was evaluated in 2002 as a result of a request by the Friends of Fourth Ward
neighborhood association. The NS Mainline in this location is double-tracked and on a curved
alignment. These existing conditions result in a project footprint that impacts an established
historic neighborhood (Fourth Ward), nearby businesses that rely on rail service, and
Elmwood Cemetery. Placing the NS tracks below grade would also require adjusting the
profile of some local streets in downtown Charlotte, creating additional impacts to a large
segment of downtown Charlotte. The Study concluded that these constraints make this
alternative not feasible and cost prohibitive, therefore, NCDOT eliminated it from further
consideration.
Freight Railroad Bypass (Section 4(f) Avoidance Alternative) - Construction of a new railroad
completely bypassing the Project area was evaluated in 2002 as a result of a request by the
Friends of Fourth Ward neighborhood association. Under this alternative, the NS or CSXT
freight railroad would be rerouted away from downtown and would partially parallel the I-485
highway loop around Charlotte on a new alignment. While such an alternative would minimize
impacts to the Fourth Ward neighborhood and other historic resources in the Project study
area, the re-routed railroad would create excessive new noise, vibration, historic and
environmental impacts in new locations, would create excessive operating and maintenance
costs for the either CSXT or NS, would eliminate rail service to several existing businesses in
Charlotte, and would not be cost effective. Furthermore, a review of neighborhood
demographics indicated that this bypass alternative would have a proportionally high number
of impacts on low-income and minority neighborhoods when compared to the Build
Alternative. NCDOT determined that the bypass alternative did not meet the Project purpose
and need, and was not feasible or prudent, and thus removed it from further consideration.
CSXT SF Line under NS Mainline - This grade separation alternative would require placing
the CSXT SF Line under the NS Mainline. The 2002 Feasibility Study recommended this be
accomplished by constructing a linear trench under the NS Mainline. Impacts associated with
this alternative are reduced when compared to the other alternatives and the construction
costs are lower. Therefore, this alternative was considered to be feasible and cost effective.
Since this alternative satisfies the Project purpose and need, and is also considered to be
feasible and prudent, it has been selected as the Build Alternative for the Project.
2.2.2 CSXT Trench Alternatives Considered
In addition to the above grade separation alternatives, NCDOT evaluated two trench
alternatives to avoid and minimize impacts to historic resources in the Project area, as
described below:
CSXT Trench Shift North - This alternative would shift the proposed CSXT railroad trench
approximately 30 feet north of the existing CSXT track, along an alignment similar to the
temporary CSXT track proposed in the Build Alternative. This alternative would shift the
trench away from three identified historic resources adjacent to the CSXT railroad:
Elmwood/Pinewood Cemetery, the Seaboard Street Historic District, and the Soule Steel and
Iron Works. Under this trench shift alternative, the trench would pass between Brookshire
Freeway (I-277) bents 13 and 14, which are approximately 90 feet apart. The space between
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CSXT/NS Mainline Grade Separation Project
9
bents 13 and 14 is not wide enough to accommodate a double-track trench, which is a design
requirement of the owning railroad (CSXT). Moreover, the narrow width between the bridge
bents in this area, would limit the radius of the curves, resulting in a lowered track speed, and
thus would not meet CSXT's design requirements for 35 mph rail operations. Finally, shifting
the trench would place major construction activity closer to the historic buildings at the
Southern Asbestos Company Mills (NC Music Factory), which in turn would increase the
vibration impacts to the buildings and possibly damage these buildings. This alternative would
not meet the Project purpose and need, specifically improving the operations of the CSXT
freight service, and would create additional impacts to the historic Southern Asbestos
Company Mills. The alternative would also result in additional construction, maintenance, or
operational costs compared to the Build Alternative. With these limitations, NCDOT
determined the alternative was not feasible and eliminated it from further consideration.
CSXT Tunnel - Under this alternative, the CSXT railroad would be placed in a tunnel under
the current CSXT railroad right-of-way, thus leaving all of the buildings in the Seaboard Street
Historic District in their current locations. Tunneling would require the new CSXT track to be
much deeper below grade to ensure that there would be adequate ground above the tunnel to
support the buildings in their current locations. To reach this lower elevation at the Seaboard
Street Historic District, the entire profile of the line between the CSXT railroad bridge over I-77
and the CSXT railroad bridge over North Tryon Street would need to be changed. These two
CSXT railroad bridges would need to be replaced, and the vertical clearance of the railroad
bridge over (I-77) would be reduced. Alternatively, the grade of the tunnel would have to be
increased, which would not meet CSXT operational requirements. Tunneling would also
require substantial changes to the bents supporting the Brookshire Freeway (I-277) viaduct,
possibly requiring complete reconstruction of the viaduct in this location. The tunnel
alternative would also require an extensive drainage system that pumps stormwater
accumulations. Finally, a tunnel would require an air ventilation system to ensure that the
diesel emissions from the train are removed from the tunnel. Both the drainage system and
the ventilation system would add considerable ongoing maintenance and operation cost. This
alternative would not meet the Project purpose and need, specifically improving the operations
of the CSXT freight service, and would create operational and potentially emergency response
safety issues for CSXT. The alternative would also result in additional construction,
maintenance, or operational costs of extraordinary magnitude. With these limitations, NCDOT
deemed the alternative was not feasible, and eliminated it from further consideration.
NCDOT also evaluated alternatives for relocating the ADM flour mill, which is located near the
existing CSXT/NS railroad intersection. Descriptions of these alternatives are in Chapter 5.0 -
4(f) Evaluation.
2.3 DESCRIPTION OF SELECTED BUILD ALTERNATIVE
The selected Build Alternative consists of the relocation of the CSXT SF Line into a trench to
grade-separate the intersection of the CSXT SF Line with the NS Mainline. The proposed
CSXT trench will be constructed on the existing CSXT horizontal alignment where feasible, but
the profile of the line will be revised as necessary to enable the CSXT SF Line to pass under the
NS Mainline.
The NS Mainline will remain in its current position and will span the CSXT trench by means of a
new three-track bridge. A temporary mainline will be constructed for the CSXT SF Line in order
to facilitate construction of the CSXT trench and the new NS Mainline bridge over the trench.
The proposed NS modifications are discussed later.
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CSXT/NS Mainline Grade Separation Project
10
Conceptual plan sheets depicting the Build Alternative can be found in Appendix B.
2.3.1 Temporary CSXT SF Line
A temporary CSXT single-track mainline will be necessary to facilitate construction of the
proposed trench. The proposed temporary CSXT SF Line will run parallel to the north side of
the existing alignment for the following reasons:
1. To provide sufficient working space for construction of the trench.
2. To minimize impacts on the ADM flour mill facility to the south.
3. To avoid impacts to the historic Elmwood/Pinewood Cemetery to the south.
4. To provide adequate clearance between the centerline of the track and the piers that
support the overhead Brookshire Freeway (I-277).
The east end of the temporary CSXT SF Line will tie into the existing CSXT SF Line west of
North Church Street at approximately MP SF 330.2. The west end of the temporary CSXT SF
Line will tie into the existing CSXT SF-Line just east of Hamilton Street at approximately MP SF
331.1. The profile of the temporary CSXT SF Line will follow the profile of the existing ground
and will be designed to approximate the existing mainline profile. Maximum authorized
operating speed over the temporary CSXT SF Line will be 10 mph.
The temporary CSXT SF Line will cross the existing double-track NS mainline at a temporary at-grade
intersection just east of the overhead Brookshire Freeway (I-277) at MP SF 330.6. This
rail/rail at-grade intersection will consist of two temporary diamond crossings. All tracks
approaching this temporary crossing will be interlocked to prevent conflicts at the crossing,
similar to the existing condition. NS will continue to remotely control the temporary interlocking.
It may be possible to use the existing signal/train control equipment at the NS Control Point
(CP) Graham for controlling the temporary interlocking.
The following modifications will be undertaken prior to construction of the temporary
CSXT SF Line:
1. Existing overhead and underground utilities will be relocated or modified.
2. The temporary CSXT SF Line will pass between Bent No. 13 and Bent No. 14 of the
Brookshire Freeway (I-277) overhead bridge. These bents will require modifications to
accommodate the railroad loads and may require crash walls.
3. NC Music Factory Boulevard between the Brookshire Freeway (I-277) and Hamilton
Street will be partially occupied by the temporary CSXT SF Line. As such, NC Music
Factory Boulevard will be shifted north to allow a 4-lane roadway to be maintained from
North Graham Street to Maxwell Court.
4. The Project will extend Maxwell Court northwest through the City's maintenance garage
property and connect to Hamilton Street opposite the driveway accessing the surface
parking for the NC Music Factory. Per a three-party interlocal agreement, NCDOT will
participate in this street extension with the City of Charlotte and Mecklenburg County.
The street will allow event traffic and emergency responders to more easily access the
NC Music Factory while NC Music Factory Boulevard is reduced in capacity during
project construction.
Up to three temporary roadway/rail at-grade crossings will be constructed on the temporary
CSXT SF Line to replace existing roadway/rail at-grade crossings. These roadway/rail at-grade
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CSXT/NS Mainline Grade Separation Project
11
crossings include the ADM access drive (private) and Giant Cement (private drive) as well as
Johnson Street (public).
2.3.2 Modifications Prior to Trench Construction
Modifications to various existing utilities and facilities will be necessary prior to constructing the
CSXT trench. Most notable are the potential conflicts between the proposed CSXT trench, the
proposed 3-track NS Mainline bridge over the trench and the piers supporting the overhead
Brookshire Freeway (I-277). NCDOT anticipates that considerable modifications may be
required to the Brookshire Freeway (I-277) substructure in the area of Bent No. 14 and Bent No.
15,including underpinning or grouting of the foundations.
The ADM flour mill located south of NC Music Factory Boulevard will be modified on-site to
allow the mill to operate during Project construction. On-site changes will include temporary
relocation of the flour loading area, construction of a new wheat unloading (truck and rail) shed,
new storage tracks, and relocation of some parking. A two-story brick portion of the ADM mill
closest to the CSXT track will be demolished to facilitate construction of the trench. More
details on the changes to the ADM mill and construction of new ADM siding tracks are
described in section 2.3.4 below.
The buildings bounded by the CSXT track, Johnson Street, West Ninth Street and the NS O
Line will be demolished. The structures within the CSXT railroad right-of-way will be
demolished to construct the trench, while the remaining buildings on this site will be demolished
to accommodate the temporary flour load-out area for ADM, and to accommodate construction
traffic and allow for a contractor lay down/staging area.
The roadway/rail at-grade crossing at North Church Street will be permanently closed,
modifications will be made to North Church Street to allow truck access to businesses on the
south side of the closed roadway/rail at-grade crossing, and Wadsworth Place will be extended
between North Tryon Street and North Church Street to provide truck access to businesses on
the north side of the closed roadway/rail at-grade crossing.8
The schedule for constructing the
Wadsworth Place street extension may overlap with construction of the CSXT trench.
2.3.3 Bridges over the CSXT Trench
The following bridges will be constructed over the CSXT trench during trench construction:
1. A railroad bridge will be constructed over the trench at CSXT MP SF 330.6. The bridge
will support the new NS access track to serve ADM, will allow freight movements
between NS and ADM, and will connect the CSXT "Engine" track on the north side of the
trench with ADM.
2. A three-track railroad bridge will support the NS mainline tracks over the new trench.
This bridge will be constructed off site and rolled into place during multiple short duration
track outages. The substructure for the bridge will be built in place during multiple short
duration track outages.
3. The roadway/rail at-grade crossing at Johnson Street will be permanently closed. The
existing West Ninth Street roadway/rail at-grade crossing with NS was closed by the City
of Charlotte in June 2009. These streets will remain closed to facilitate trench
8 The closure of North Church Street was a separate NCDOT project (Y-4810G), which has now been
incorporated into the Mainline Grade Separation Project (P-5002).
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CSXT/NS Mainline Grade Separation Project
12
construction. As part of this Project, a pedestrian and bicycle bridge will be constructed
to replace the existing roadway/rail at-grade crossing at Johnson Street to provide
pedestrian access between the Elmwood/Pinewood Cemetery and NC Music Factory
Boulevard. Driveways and roadways will be temporarily maintained adjacent to the
construction on extant ground until the trench and bridges are in place.
4. The Project will include construction of a railroad bridge over the trench to provide for the
NS O Line (currently not in service). Because CATS is investigating re-activating this
line for commuter rail service, this railroad structure will be designed to accommodate
both freight and passenger operations. The Project may construct the foundations for
this bridge only, with the superstructure being constructed in the future when needed by
CATS.
5. The Project will include construction of a roadway bridge over the trench to the
Seaboard Street LLC site (715 and 721 NC Music Factory Boulevard) to avoid
landlocking this parcel, to accommodate the temporary ADM flour load-out facility, and to
allow construction traffic access to the contractor lay down/staging area. This bridge will
replace two existing at-grade crossings in this area: Johnson Street (public) and Giant
Cement (private).
2.3.4 Temporary Relocation of ADM Mill Operations and Construction of ADM siding
tracks
Concurrent with construction of the trench, modifications to the ADM flour mill, currently located
off of NC Music Factory Boulevard, will be undertaken to keep the ADM mill in operation during
and after construction of the CSXT railroad trench.
Temporary ADM Flour Load-Out Facility
To maintain truck access during the construction of the CSXT trench, the ADM flour loading
area will be temporarily moved. Currently the flour loading facility is located on the northeast
side of the ADM mill, adjacent to the CSXT tracks. This load-out facility will be inaccessible for
periods during construction of the trench. The temporary flour loading facility will be relocated to
the parcels at 715 and 721 NC Music Factory Boulevard, west of the ADM mill. The site is
currently occupied by buildings that will be demolished to construct the trench. Trucks will enter
the new flour loading area via NC Music Factory Boulevard. The temporary loading facility will
also include a new elevated conveyance system to move flour from the mill building over the NS
O Line tracks and to the trucks. The new loading area will also have surface parking for trucks.
In order to comply with air quality regulations, the new flour loading facility will require a building
large enough to completely enclose a large truck with an air filtration system to prevent flour
dust from escaping into the environment. Construction of this flour loading facility and the
associated truck circulation and parking areas will require demolition of a portion of the buildings
at 715 and 721 NC Music Factory Boulevard. Once the Project completes construction of the
trench adjacent to the ADM mill, the ADM will return to using their current truck flour load-out
facility. The changes to the ADM mill facility will require the Project to demolish portions of the
Seaboard Street Historic District. More detail on the alternatives considered for ADM and their
impacts on historic resources can be found in Chapter 3.0 - Affected Environment &
Environmental Consequences (see 3.3.6 Cultural Resources) and in Chapter 5.0 - Section 4(f)
Evaluation.
It should be noted that earlier design plans for the Build Alternative considered relocating the
entire ADM mill to the east side of the NS tracks, with all vehicular traffic accessing the new mill
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
13
via North Smith Street. Under this alternative, the existing historic mill would be abandoned and
likely demolished. However, this relocated mill option was determined to be not feasible due to
possible noise impacts to residences and due to impacts to historic resources, specifically the
Fourth Ward Historic District and the Interstate Mill complex (now ADM). More detail on the
alternatives considered for ADM and their impacts on historic resources can be found in
Chapter 3.0 - Affected Environment & Environmental Consequences (see 3.3.6 Cultural
Resources) and in Chapter 5.0 - Section 4(f) Evaluation.
Replacement of CSXT Tryon Yard Tracks, New ADM Siding Track Configuration and
Track Operations
The Project will also require construction of new siding tracks to replace existing storage tracks
in the Project area. These new siding tracks will replace CSXT's Tryon Yard storage tracks
which were eliminated due to the construction of the trench, and increase the number the ADM
grain rail cars that can be stored in the area. The new siding tracks will consist of the following
components:
1. ADM/CSXT East Tracks - Two tracks (approximately 2,850 feet in length) will be
constructed southeast of the existing CSXT Mainline and proposed trench, from
approximately the CSXT/NS North Graham Street overhead bridge to the west to 100
feet west of the existing CSXT roadway/rail at-grade crossing at Brevard Street. The
tracks will then connect to a single track near the CSXT/NS North Graham Street
overhead bridge. The two new storage tracks will accommodate approximately 90
freight cars, AND will replace the existing CSXT Tryon Yard tracks.
2. ADM Single Track/Grain Unloading Shed - The single track into the ADM facility will be
approximately 800 feet long and connect the ADM/CSXT east tracks (described above)
and ADM west tracks (described below). The new grain shed will be located east of the
NS mainline tracks and northeast of the existing ADM grain unloading shed. ADM will
pull the full grain cars from the ADM east tracks through the grain unloading shed and
then store the empty rail cars along the ADM west tracks (described below). This new
ADM single track and grain unloading shed will replace the existing ADM grain unloading
shed and tracks.
3. ADM West Tracks - This consists of three tracks east of the NS Mainline tracks, south of
West Tenth Street. These tracks replace the existing two ADM siding tracks in this area
that connect to the NS Mainline south of West Ninth Street. The total available storage
will be approximately 2,870 linear feet of track.
4. NS Access Track - A single interchange track will be constructed from approximately the
Brookshire Freeway (I-277) viaduct to the North Graham Street overhead bridge which
will allow connections between NS and ADM.
5. Engine Track - A single track will be constructed on the north side of the CSXT trench
from approximately the Brookshire Freeway (I-277) viaduct to the North Tryon Street
bridge. This track will allow the CSXT engine to exit the ADM facilities around the stored
grain cars. Given that this track will occupy part of right-of-way used for the CSXT
temporary track, this connection will not be in place prior to trench construction.
These new tracks will not only replace ADM and CSXT storage tracks eliminated by the Project,
but will also improve existing and future rail operations in the Project area. The current CSXT
SF Line passes through the middle of the CSXT Tryon Yard, creating major conflicts between
CSXT mainline trains and CSXT local switcher and grain car set offs for ADM. The current
constructed nature of the CSXT Tryon Yard tracks and the ADM siding also creates traffic flow
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
14
problems for NS/CSXT interchange traffic that passes through the CSXT Tryon Yard; NS/CSXT
interchange traffic cannot operate while CSXT is setting out grain cars for ADM. The new
ADM/CSXT east tracks will be southeast of the realigned CSXT SF Line and CSXT trench,
reducing freight operating conflicts. South of West Ninth Street, the existing ADM storage
tracks tie into the NS siding east of the two NS mainlines, and conflict with NS's plans to
upgrade the siding to a third Mainline track and with the proposed passenger rail tracks planned
for the Charlotte Gateway Station. The new ADM west tracks will be completely separated from
the NS Mainline tracks and future passenger rail tracks in this area. Finally, under this track
plan, the number of grain cars that can be processed by ADM will increase from 6 to 12 rail cars
three to four times per week, equating to 90 rail cars every once or twice a week. Concept
plans for these new ADM siding tracks are in Appendix B.
2.3.5 Trench Construction
The proposed design includes a trench that will be approximately 3,400 feet in length. The
eastern end of the proposed CSXT trench will be west of North Church Street at approximately
MP SF 330.3. The western end of the proposed trench will be east of Hamilton Avenue at
approximately MP SF 330.9.
The trench will be designed for a single track with an access roadway. The design will allow for
CSXT to remove the single track and access roadway and construct a new double-track railroad
at their own expense in the future, if so desired by CSX. The trench will accommodate double-stack
container cars conforming to the Association of American Railroads, Mechanical Division,
Plate H Equipment Diagram. On level, tangent track Plate H will accommodate a rail car not
exceeding 20’ - 2” in height (measured above top of rail) and not exceeding 10’ - 8” in width (5’ -
4” from centerline of track). The trench will be designed to provide a minimum of 23’-0” of
vertical clearance between top of rail and bottom of the proposed NS Mainline bridge over the
trench.
The single track railroad will be designed for a maximum operating speed of 35 MPH. If, in the
future, CSXT replaces the single track with a double track, the maximum operating speed would
be 10 MPH.
Moving east to west, the conceptual design provides a descending grade of 1.25% at the east
end of the trench. An ascending grade of 1.07% is provided at the west end of the trench.
These conceptual grades are less than the current ruling grade of 1.30% that is found on the
Charlotte Sub-Division and considerably lower than the maximum grade of 1.55% found at MP
SF 391.0. The conceptual design places the low point of the CSXT trench at MP SF 330.7 and
top of rail Elev. 703.13.
Estimated maximum height of the trench is 26 feet above top of floor. The width of the trench at
top of floor is 33 feet and varies. The centerline of the single track will be offset from the
centerline of the trench to allow for the future double-track and in order to provide a 10-foot wide
area for track maintenance and railroad personnel and operation of track maintenance
equipment.
Security fencing will be provided along the top of both sidewalls over the entire length of the
trench. Safety niches and emergency exit stairways will be provided in the trench as required
by CSXT.
The CSXT trench will include an invert and gravity storm drain system to handle runoff from
storm events. The drainage will be carried in a new pipe system running along the CSXT
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
15
railroad right-of-way to Irwin Creek by I-77. A portion of the trench falls in the Sugar Creek
watershed and will be diverted to Irwin Creek. An equivalent area of the Irwin Creek watershed
will be diverted to Sugar Creek.
The trench construction will also divide several current stormwater routes, including surface flow
and pipe systems. The surface flow will be diverted by the construction of drainage swales and
pipe systems along the top edges of the trench. The stormwater will be diverted along a new
system to the same stream as it currently flows to either Irwin Creek or Sugar Creek.
2.3.6 NS Track Layout
Existing NS No. 1 Track and NS No. 2 Track (and a future NS No. 3 Track) intersect the single-track
CSXT SF-Line at-grade beneath the Brookshire Freeway (I-277) overhead bridge. This
rail/rail at-grade intersection consists of two crossing diamonds. All tracks approaching this at-grade
intersection are currently interlocked to prevent conflicts in the at-grade intersection. NS
designates the interlocking as Control Point (CP) “Graham.” NS remotely controls the
interlocking signals that govern entrance into CP Graham.
Construction for the CSXT SF Line grade separation will require constructing an NS Mainline
bridge over the trench. The NS tracks will be supported over the new trench by a three-track
railroad bridge. This bridge will be constructed off site and rolled into place during multiple short
duration track outages. The substructure for the bridge will be built in place during multiple short
duration track outages.
The proposed final horizontal alignment of both NS No. 1 and NS No. 2 Tracks between West
Liddell Street and West Trade Street will not appreciably change from their current location.
Furthermore, at completion of the project, curvature and superelevation of the three new main
tracks across the new NS bridge over the CSXT trench will be similar to current curvature and
superelevation. The proposed final vertical alignment of both NS No. 1 and NS No. 2 Tracks
will not appreciably change from current profiles.
Currently, maximum allowable speeds over both NS No. 1 Track and NS No. 2 Track are 35
mph for passenger, rail highway (intermodal and roadrailer) and freight north of North Graham
Street, and 30 mph for passenger, rail highway and freight through the compound curve
between North Graham Street and West Eighth Street. A permanent speed restriction of 30
mph has been placed over the crossing diamonds at the at-grade intersection. These speeds
increase to 79 mph for passenger, 60 mph for rail highway and 50 mph for freight south of West
Eighth Street. The NS Mainline alignment will be unchanged between North Graham Street and
West Eighth Street. The speeds will continue to be restricted to a maximum allowable speed of
30 mph for freight traffic and 40 mph for passenger traffic due to the continued geometric
constraints of the existing compound curve.
NS has requested that the project provide for a third mainline track through the entire project
site. This third mainline will be a shared freight/passenger track. The two existing sidings
adjacent to the east side of NS No. 1 Main will be upgraded to serve as a third main track. The
northern siding currently originates in NS’s Charlotte Yard and proceeds southward, joining NS
No. 1 Track just north of the crossing diamonds at the at-grade intersection. This northern
siding currently serves as a lead track to NS’s Charlotte Yard. The southern siding currently
begins just south of the crossing diamonds at the at-grade intersection and proceeds
southward, joining NS No.1 south of the Brookshire Freeway (I-277). This southern siding
currently serves as a lead track to various industries and team tracks. Following completion of
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
16
the new NS Mainline bridge over the CSXT trench, both the northern and southern sidings will
be upgraded and connected to form a third mainline track.
2.3.7 CSXT/NS Interchange Track
At approximately CSXT SF MP 330.2, a single interchange track will be constructed connecting
the CSXT SF Line with the NS interchange yard. This new interchange track replaces the
existing two track interchange between NS and CSXT at this location.
2.3.8 Capital Costs
Conceptual construction costs were developed for the Build Alternative, as shown below.
Cost
Track Structures & Track $74,476,472
Sitework, Right-of-Way, Land, Existing Improvements $13,867,627
Communications & Signaling $8,252,912
Professional Services & Other Support Costs $17,387,462
Unallocated Contingency $14,489,552
Total $128,474,025
Source: Engineer's Opinion of Probable Cost- 25% Submission, Dual Track Option, Prepared by Gannett Fleming
November 15, 2011
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
17
CHAPTER 3.0 - AFFECTED ENVIRONMENT & ENVIRONMENTAL CONSEQUENCES
3.1 PHYSICAL ENVIRONMENT
3.1.1 Air Quality
The No-Build Alternative would have no
impact on regional air quality. However, the
proposed Build Alternatives is not exempt
from General Conformity review based on
the list of exempt actions in 40 CFR
93.153(c) and (d). Therefore, an
Applicability Analysis, as part of the General
Conformity (40 CFR 51 Subpart W and 40
CFR 93 Subpart B) requirements, was
completed for the CSXT NS Mainline Grade
Separation Project.
The proposed Project is located in
Mecklenburg County, North Carolina, which
the Environmental Protection Agency (EPA)
has designated as an 8-hour nonattainment
area for ozone (moderate classification). The
area is also designated as a maintenance area for Carbon Monoxide (CO). The Project will
result in the emission of ozone precursors, Volatile Organic Compounds (VOC), and Nitrous
Oxide (NOx), as well as CO. Under the General Conformity requirements, an action is
regionally significant if the total direct and indirect emissions of an individual pollutant amount to
10% or more of a nonattainment or maintenance area’s emissions of that pollutant. Following
discussions with North Carolina Department of Environment and Natural Resources (NCDENR)
personnel, the NCDENR determined that any project in the Charlotte area that is below
threshold (less than 100 tons per year) will also be less than the 10% significance level.
To determine the impacts of the Build Alternative on regional air quality, estimates of VOC,
NOx, and CO emissions from the Project construction were completed using equipment and
vehicle emission rate spreadsheets based on NONROAD (non-road equipment) and MOVES
(Motor Vehicle Emission Simulator) emission models provided by the EPA and NCDENR. The
results of the Applicability Analysis showed the expected emissions for the Build Alternative to
be below the 100 tons per year applicability threshold and thus also regionally insignificant for
each pollutant evaluated. A copy of the Record for Non-Applicability (RONA) developed for the
Project was forwarded to NCDENR on November 16, 2009 for review. Revised versions of the
CSXT/NS Mainline Grade Separation Project RONA were subsequently submitted to NCDENR
to reflect changes in the Project scope.
Following a review of the August 2012 revised RONA, NCDENR concluded that the Project is
not considered to be significant for the purposes of conformity (40 CFR 51.853(i), NCAC
2D.1603(D)) and that the Project complies with the Federal and State general conformity rules.
A copy of the RONA approval letter received from NCDENR is included in Appendix C.
Based upon the NCDENR's approval of the RONA, the Build Alternative will have no significant
impact on regional air quality.
The General Air Conformity requirements
included in the Code of Federal Regulations,
40 CFR 51 Subpart W and 40 CFR 93
Subpart B, apply to all “Federal actions” that
take place in a nonattainment or maintenance
area for a criteria poluutant, except Federal
Highway and Transit actions to which the
transportation conformity requirements apply.
Projects funded by Federal Highway
Administration (FHWA)/Federal Transit
Administration (FTA) need to follow 40 CFR
51 Subpart T. The Project is primarily funded
by the Federal Railroad Administration (FRA),
thus it falls under the General Conformity
rules.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
18
3.1.2 Noise & Vibration
Noise – Following a review of Project aerial mapping and a Project site visit NCDOT determined
that noise sensitive areas and/or receivers of interest are present. A Screening and General
Noise Assessment was conducted in accordance with methodologies contained in the Federal
Transit Administration’s (FTA) Transit Noise and Vibration Impact Assessment Manual, dated
May 2006 (FTA, 2006). The FRA relies upon the FTA noise and vibration impact assessment
procedures. Therefore, the Screening and General Noise Assessment utilized the
methodology, procedures and guidelines outlined in the FTA manual.
The No-Build Alternative would have no impact on noise within the Project study area.
The results of the Screening and General Noise Assessment showed that under the Build
Alternative, total exposure noise levels will be reduced within the Project corridor due to
elimination of four of the roadway/rail at-grade crossings, and subsequent elimination of horn
noise at these crossings. In addition, the future impact distance will be considerably decreased
and no additional severe or moderate noise impacts will result from the Project.
The analysis also considered the freight rail activity from new CSXT/ADM siding tracks to be
constructed as part of the Project. These rail activities also will not create noise levels that will
exceed FTA thresholds.
The projected traffic to be diverted from NC Music Factory Boulevard and re-routed to the
proposed Maxwell Court Extension will not produce noticeable noise impacts in the area.
A copy of the Screening and General Noise Assessment report is included in Appendix C.
Vibration – A Screening and General Vibration Assessment was completed for the CSXT/NS
Mainline Grade Separation and proposed roadway/rail at-grade crossing closures. This
assessment was conducted in accordance with methodologies contained in the FTA Transit
Noise and Vibration Impact Assessment Manual, dated May 2006 (FTA, 2006). The FRA relies
upon the FTA noise and vibration impact assessment procedures, and thus this study utilized
the methodology, procedures and guidelines outlined in the FTA manual.
The No-Build Alternative would have no vibration impacts within the Project study area.
For the Build Alternative, there are currently three residential buildings located approximately
100 feet from the Project. This distance is at the borderline for where the residential vibration
impact criteria apply. The FTA Transit Noise and Vibration Impact Assessment manual states
that "track in a cut may reduce vibration levels slightly." Trenches have been employed as a
vibration barrier technique that disrupts propagating body and surface waves resulting in as
much as a 50% reduction of vertical motion.9
9 “Reduction of Train Induced Building Vibration by Using Open and Filled Trenches”. Adam M., Estorff
O., Computers and Structures 83 (2005) 11-24.
This cut through design more closely resembles a
trench application and will result in lower surface amplitudes than an at-grade application.
Therefore, total vibration levels will likely not increase within the Project corridor due to vibration
energy dissipation in the trench section of the Project, According to FTA guidelines, these
buildings will not receive additional impacts from future vibration levels under the Project Build
Alternative.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
19
The assessment also analyzed construction vibration impacts to structures closest to the
temporary CSXT track and the proposed trench, specifically the Silverhammer Studios on
Hamilton Street, the NC Music Factory buildings, and the ADM mill. The assessment
determined that some construction equipment may cause vibrations above FTA thresholds that
could potentially cause damage to those buildings.
To mitigate possible construction vibration impacts, NCDOT will require the contractor to use
equipment that will produce vibrations below FTA thresholds for older buildings. Because the
ADM mill is within 20 feet of the proposed trench, NCDOT will also conduct additional structural
investigations to determine more precisely the construction techniques and equipment to be
used in this location.
A copy of the Screening and General Vibration Assessment report is included in Appendix C.
3.1.3 Water Quality
All surface waters in North Carolina are assigned a primary classification by the NCDENR
Division of Water Quality (DWQ). According to NCDENR DWQ, all waters, at a minimum, must
meet the standards for Class C (fishable / swimmable) waters. Class C waters are protected for
uses such as secondary recreation, fishing, wildlife, fish consumption, aquatic life including
propagation, survival and maintenance of biological integrity, and agriculture. Secondary
recreation includes wading, boating, and other uses involving human body contact with water
where such activities take place in an infrequent, unorganized, or incidental manner. The other
primary classifications provide additional levels of protection for primary water contact recreation
(Class B) and drinking water (Water Supply Classes I through V) (NCDENR, 2009).
In October 1996, the Mecklenburg County Board
of County Commissioners adopted the County’s
first “Creek Use Policy” which called for all
Mecklenburg County surface waters to be
“suitable for prolonged human contact and
recreational opportunities and supportive of
varied species of aquatic life.”10
This initiative
aimed at protecting cleaner creeks and restoring
those waterways with poorer water quality. Working with City and County officials, the Board
developed a comprehensive strategy and approach for achieving the goals outlined in the
policy. Entitled Surface Water Improvement & Management (SWIM), this program focuses on
addressing water quality concerns through the prioritization of creek basins, improving or
restoring water quality in special interest watersheds, and applying watershed-based
management tools to the remaining waters throughout the County. A key component of the
SWIM program was the establishment of vegetative steam buffers through the adoption of
ordinances that limit development and activity within riparian corridors.
There are no navigable waters, as defined by the U.S. Army Corps of Engineers (USACE),
located within the Project area. However, a secondary literature search showed that there is
10 Mecklenburg County Surface Water Improvement & Management program,
http://www.charmeck.org/stormwater/regulations/Documents/SWIM%20Ordinance%20Documents/Count
ySWIMInitiative.pdf
In 1996, the Mecklenburg County Board
of County Commissioners implemented
the Surface Water Improvement &
Management (SWIM) program to protect
and restore surface water resources
throughout Mecklenburg County.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
20
one intermittent stream located within the Project study area. The presence of this intermittent
stream was confirmed during a site visit. In addition, two Class C streams, as defined by
NCDENR DWQ, are located just beyond the eastern and western limits of the Project area.
These streams are Little Sugar Creek (NC Stream Index Number 11-137-8) to the east and
Irwin Creek (NC Stream Index Number 11-137-1) to the west. The locations of these streams
are depicted in Figure 4 (Appendix A).
As depicted in Figure 4 (Appendix A), a 35-foot post construction SWIM buffer is located within
the Project study area. This buffer is associated with the existing railroad ditch located along
the southern side of the existing CSXT rail line.
The No-Build Alternative would not cause a change in the Class C classification designated by
NCDENR DWQ, nor will it encroach upon the Mecklenburg County 35-foot post-construction
SWIM buffer.
The Build Alternative will not permanently impact water quality and will not cause a change in
the Class C classification designated by NCDENR DWQ. The Build Alternative will encroach
upon a 35-foot post-construction SWIM buffer as designated by Mecklenburg County.
Stormwater runoff in the area of the trench will be captured and conveyed to Irwin Creek via a
new storm water outfall that will connect to Irwin Creek downstream of the existing drainage
area outfall. Additionally, construction of the Maxwell Court Extension will result in
encroachment upon a 35-foot post-construction SWIM buffer associated with an intermittent
tributary to Irwin Creek. The locations of the designated SWIM buffers are identified in Figure 4
(Appendix A).
Temporary impacts associated with construction stormwater and sedimentation may occur as
part of construction activities. These impacts will cease soon after construction is complete.
To mitigate impacts to water quality, NCDOT will undertake sediment and erosion control BMPs
in accordance with NCDENR DWQ's Design Standards in Sensitive Watersheds11
to reduce the
potential for nutrient runoff into Little Sugar Creek and Irwin Creek. Furthermore, NCDOT will
incorporate BMPs for the treatment of the stormwater runoff as defined in the most recent
version of the NCDENR DWQ's Stormwater Best Management Practices.
3.1.4 Water Bodies & Waterways
There are no navigable waters, as defined by the U.S. Army Corps of Engineers (USACE),
located within the Project area. However, a secondary literature search showed that there is
one intermittent stream located within the Project study area. The presence of this intermittent
stream was confirmed during a site visit. In addition, two Class C streams, as defined by
NCDENR DWQ, are located just beyond the eastern and western limits of the Project area.
These streams are Little Sugar Creek (NC Stream Index Number 11-137-8) to the east and
Irwin Creek (NC Stream Index Number 11-137-1) to the west. The locations of these streams
are depicted in Figure 4 (Appendix A).
According to NCDENR DWQ, Little Sugar Creek is a Class C, 303(d) Waters of the State. This
11 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20-
%20environment%20and%20natural%20resources/chapter%2004%20-
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
21
stream is included on the 303(d) list because of an impaired aquatic life use due to fecal
coliform and impaired biological integrity. Irwin Creek is also a Class C stream that is included
on the 303(d) list due to impaired aquatic use resulting from turbidity, fecal coliform, and
impaired biological integrity. A copy of the agency coordination letter received from NCDENR
DWQ, dated June 17, 2009, is included in Appendix D.
The No-Build Alternative would have no impact on water bodies or waterways, specifically Little
Sugar Creek and Irwin Creek.
As a result of Maxwell Court Extension, the Build Alternative will permanently impact or require
alteration to an existing intermittent tributary to Irwin Creek. Based upon preliminary design, the
amount of open stream will be increased from 273 to 485 linear feet, while the portion of the
stream in a culvert in this area will be reduce from 464 to 279 linear feet. Overall, the Project
will increase the total linear feet of the tributary that is open and not piped or in a culvert. The
exact changes will be determined during the final design phase of the Project.
Temporary impacts associated with construction stormwater and sedimentation may also occur
as part of construction activities. These impacts will cease soon after construction is complete.
To mitigate impacts to waterways, NCDOT will undertake sediment and erosion control BMPs in
accordance with NCDENR DWQ's Design Standards in Sensitive Watersheds12
to reduce the
potential for nutrient runoff into Little Sugar Creek and Irwin Creek. Furthermore, NCDOT will
incorporate BMPs for the treatment of the stormwater runoff as defined in the most recent
version of the NCDENR DWQ's Stormwater Best Management Practices.
3.1.5 Floodplains
A review of the Federal Emergency
Management Agency (FEMA) floodplain
mapping was completed to determine if the
Project is located within a FEMA designated
100-year floodplain. The review identified the
100-year floodplain limits for both Little Sugar
Creek and Irwin Creek. The 100-year floodplain
limits for each waterway are depicted in Figure 4
(Appendix A). While the floodplain limits for
Little Sugar Creek are located outside of the
Project study area, the 100-year floodplain limits
for Irwin Creek are located along the
westernmost edge of the Project study area.
The No-Build Alternative would not impact the 100-year floodplains of Little Sugar Creek or Irwin
Creek.
Conveyance of stormwater to Irwin Creek will require the construction of a new stormwater
outfall located within Irwin Creek’s 100-year floodplain. However, construction of this outfall as
12 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20-
%20environment%20and%20natural%20resources/chapter%2004%20-
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Federal protection of floodplains is outlined
in Executive Order 11988, “Floodplain
Management” and by the implementation
of federal regulations under 44 CFR 9.00.
Under these regulations, Federal agencies
are directed to avoid impacts to floodplain
areas by structures build in flood-prone
areas. The Federal Emergency
Management Agency (FEMA) has primary
responsibility for identifying flood-prone
areas.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
22
part of the Build Alternative is not expected to permanently impact the existing 100-year flood
elevations for Irwin Creek.
3.1.6 Wetlands
A secondary literature search
using National Wetland Inventory
(NWI) mapping was completed
for this Project. The NWI map
review provided no evidence of
wetlands within the Project study
area. The absence of wetland
habitat was confirmed during a
Project area site visit conducted
by qualified field personnel in
July 2009. Therefore, neither the
Build nor the No-Build Alternative
will impact wetlands.
3.1.7 Coastal Zones
The State of North Carolina participates in the National Coastal Zone Management Program.
North Carolina’s coastal zone includes the 20 counties that in whole or in part are adjacent to,
adjoining, intersected by or bounded by the Atlantic Ocean or a coastal sound(s) (U.S.
Department of Commerce, 2009). This Project is located in Mecklenburg County, which is not
one of North Carolina’s 20 coastal zone counties. Therefore, neither the Build Alternative nor
the No-Build Alternative will impact coastal zones, and the Project does not need to comply with
North Carolina's coastal zone management plan.
3.1.8 Farmland
As part of the Agriculture and Food Act of 1981
(Public Law 97-98), the Farmland Protection
Policy Act (FPPA) was introduced to “minimize
the impact Federal programs have on the
unnecessary and irreversible conversion of
farmland to non-agricultural uses”. The FPPA
assures that Federal programs are
administered in concert with state, local governmental, and private programs aimed at
protecting farmland.
Early coordination with the U.S. Department of Agriculture Natural Resource Conservation
Service (NRCS) was completed. In a letter dated May 29, 2009, it was noted that NRCS did not
have any comments or concerns on the Project. A copy of the NRCS agency response letter
can be found in Appendix D.
This Project is located in the city of Charlotte, North Carolina. The areas adjacent to the Project
area are developed and urban in nature. No land exhibiting the criteria of farmland, as defined
by the FPPA, is present within or adjacent to the Project area. Therefore, neither the Build
Alternative nor the No-Build Alternative will impact farmland.
Executive Order 11990, “Protection of Wetlands,”
requires federal agencies to avoid, to the extent
practicable, short and long-term impacts associated with
the destruction or modification of wetlands. It directs
federal agencies to avoid new construction in wetlands
unless there is no practical alternative. Where impacts to
wetlands are determined to be unavoidable, impacts to
wetlands must be minimized to the greatest extent
possible. Section 404 of the Clean Water Act (CWA)
provides protection to Waters of the United States and
wetlands. North Carolina’s Section 404 program is
administered and enforced by the USACE.
Farmland, as defined by the FPPA,
includes areas designated as prime
farmland, unique farmland, and land of
statewide or local importance (Natural
Resources Conservation Service, 2009).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
23
3.2 BIOLOGICAL ENVIRONMENT
3.2.1 Ecologically Sensitive Areas
Coordination with the North Carolina
Natural Heritage Program (NCNHP)
was completed for the Project. In a
letter dated June 5, 2009, the Natural
Heritage Program stated that no
significant natural communities,
significant natural heritage areas, or
conservation/managed areas are
located at the Project site or within
one mile of the Project site. A copy of
the June 5, 2009 letter from NCNHP is
included in Appendix D. A site visit
completed in July 2009 confirmed the
lack of significant “natural areas” at
the Project area. Therefore, neither
the Build Alternative nor the No-Build Alternative will impact ecologically sensitive areas, wildlife
habitat, or designated critical habitat areas.
3.2.2 Threatened & Endangered Species
According to the NCNHP, there
are no known records of rare
animal species at or within one (1)
mile of the proposed Project site.
The NCNHP did, however, identify
two records of rare plants located
about 0.2 miles east of the Project.
NCNHP presumes that rare plants
are no longer present in the area
due to the “heavily developed
nature of the area”. A letter dated
June 5, 2009 that summarizes the
NCNHP’s review and findings can
be found in Appendix D.
According to an August 11, 2009
email received from USFWS,
records indicate occurrences of
the federally endangered
Schweinitz’s sunflower (Helianthus schweinitzii), smooth coneflower (Echinacea laevigata), and
Michaux's sumac (Rhus michauxii), and the candidate for federal listing Georgia aster
(Symphyotrichum georgianum) within Mecklenburg County. All of these species grow in open
areas that are often disturbed. As part of their response, the USFWS requested that the
presence or absence of these species be addressed by conducting habitat assessments and
completing a survey of any suitable habitat within the Project study area. A copy of the email
received from USFWS is included in Appendix D.
The North Carolina Natural Heritage Program
(NCNHP), which is part of the NCDENR Office of
Natural Resource Planning and Conservation, is
responsible for inventorying, cataloging, and
supporting conservation efforts throughout the State
of North Carolina. The NCNHP works in
conjunction with experts from the U.S. Fish and
Wildlife Service (USFWS), the North Carolina
Department of Agriculture and Consumer Services,
and the North Carolina Wildlife Resources
Commission (NCWRC) to document the status and
location of the State’s rarest plants, animals, and
natural communities (NCDENR, 2009).
The Federal Endangered Species Act (ESA) of 1973,
as amended, is the federal regulatory tool that serves to
administer permits, implement recovery plans, and
monitor listed threatened and endangered species.
The ESA is administered by the USFWS and the
National Marine Fisheries Service. The State of North
Carolina monitors and protects local and regional rare
species and federally listed species under two
individual laws. Animals are currently protected by the
North Carolina Endangered Species Act which is
administered by the NCWRC. Plant species are
protected through the North Carolina Plant Protection
and Conservation Act which is administered by the
North Carolina Department of Agriculture’s Plant
Conservation Program (STV/Ralph Whitehead &
Associates, June 2009).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
24
As requested by USFWS, the Project study area was surveyed for the presence of the
abovementioned endangered and candidate species. Biologists visited the Project study area
the week of September 28, 2009 and on July 11, 2011 and October 10, 2011. Systematic
surveys were completed within all areas of suitable habitat for the federally protected plant
species listed by USFWS. The field survey resulted in a determination that no federally
protected plants occur within the Project study area. A copy of the letter-type reports that
summarize the threatened and endangered species survey’s procedures and findings is
included in Appendix E.
The No-Build Alternative would not impact federal or state-listed threatened and endangered
species.
The Build Alternative will not impact federal or state-listed threatened and endangered species.
This determination is based on the results of NCNHP coordination and the abovementioned
threatened and endangered species survey.
3.3 HUMAN ENVIRONMENT
3.3.1 Transportation
Rail Transportation - The purpose of the Project is to grade separate the intersection of two
major Class I railroads in Uptown Charlotte and thus enhance safety, improve reliability,
improve operations, increase capacity for freight, commuter, and passenger rail, and improve
the quality of life for nearby businesses and residents. This Project is intended to remove the
daily conflict between approximately 40 NS freight trains and 10 CSXT freight trains, as well as
conflicts between passenger rail trains (both future and existing), CSXT/NS freight trains, and a
new commuter rail service proposed by the Charlotte Area Transit System (CATS). The Project
will also eliminate traffic delays created when CSXT freight trains block nearby at-grade
roadway/rail crossings for long periods (while awaiting NS dispatch priority) and will eliminate
portions of the horn noise that impacts nearby residences and businesses.
The No-Build Alternative would negatively impact freight, commuter, and passenger rail
transportation by not creating the capacity that would help improve rail operations. Future
commuter and intercity passenger rail services to and from the proposed Charlotte Gateway
Station might be hindered by CSXT freight crossing the at-grade diamond railroad crossing.
Noise and vibration impacts to nearby businesses and residences would continue and increase
as passenger and freight rail traffic increases through the Project area. According to a 2004
FRA study, if the Project is not constructed, CSXT trains will experience on average 153
minutes of delay each day once the SEHSR and CATS commuter rail services are
implemented.13
The Build Alternative will have a positive impact on freight and passenger rail transportation by
improving rail operations and increasing the efficiency of freight, commuter, and passenger rail
along both the CSXT and NS railroads. Short-term construction impacts related to rail
operations will be mitigated through the use of a single-track temporary CSXT SF Line.
13 Technical Monograph: Transportation Planning for the Richmond-Charlotte Railroad Corridor, Volumes
I & II. Federal Railroad Administration, January 2004.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
25
Local Vehicular Transportation - The existing CSXT SF Line lies directly adjacent to NC Music
Factory Boulevard, which includes the NC Music Factory Boulevard Extension to North Graham
Street. NC Music Factory Boulevard acts as the primary access route to two local streets,
Maxwell Street and Hamilton Street. Both Maxwell Street and Hamilton Street are dead-end
streets. Vehicular traffic destined for the NC Music Factory, the Mecklenburg County garage,
and the warehouse facility located along Hamilton Street utilizes NC Music Factory Boulevard
as the primary access route.
The section of NC Music Factory Boulevard from North Graham Street to Johnson Street is
currently part of the regularly scheduled Charlotte Area Transit System (CATS) Oaklawn #26
bus route. The Oaklawn #26 route was adjusted in February 2011 to operate via NC Music
Factory Boulevard and Johnson Street in an effort to provide service to the NC Music Factory
area.
As of January 2011, there are currently seven at-grade roadway/rail crossings located within the
Project area. These crossings include six on the CSXT trackage: North Johnson Street, Giant
Cement (private drive), the ADM flour mill access drive, North Church Street, North Brevard
Street, and North Davidson Street. One private crossing (West 10th Street) crosses the NS
mainline tracks in the Project area. West Ninth Street, a public crossing along the NS railroad
near ADM, was permanently closed by the City of Charlotte in June 2009. The location of these
roadway/rail at-grade crossings can be seen in Figure 5 (Appendix A).
The No-Build Alternative would not have a significant impact on local vehicular traffic.
The Build Alternative will not have a significant or permanent impact on local vehicular traffic
along NC Music Factory Boulevard. The Build Alternative will not permanently lower the Level
of Service (LOS) on NC Music Factory Boulevard or adjacent secondary streets (i.e. Maxwell
Court and Hamilton Street). No permanent adverse impacts to pedestrians or cyclists utilizing
NC Music Factory Boulevard will occur as a result of the Project. However, the Build Alternative
will result in temporary impacts to NC Music Factory Boulevard during construction.
The temporary impacts to NC Music Factory Boulevard are related to the construction of a
temporary CSXT SF Line run-around track. It is necessary to construct the temporary CSXT SF
Line run-around in order to facilitate construction of the CSXT trench and the new NS Mainline
bridge. The footprint of the temporary CSXT SF Line run-around track will extend into the
existing NC Music Factory Boulevard right-of-way. The Project will maintain vehicular traffic
along NC Music Factory Boulevard through a two-way section of roadway with reduced lane
widths, but shifted to maintain four travel lanes. Access to all existing facilities along NC Music
Factory Boulevard will be maintained throughout construction. As the maintenance of traffic
plan is developed, special attention will be paid to events scheduled at the NC Music Factory.
To mitigate traffic impacts during construction, NCDOT will participate in a Mecklenburg
County/City of Charlotte project to extend Maxwell Court around the NC Music Factory to
provide vehicular access to the NC Music Factory main surface parking area. Once
construction is complete, the temporary CSXT SF Line run-around will be removed and NC
Music Factory Boulevard will be restored to its current configuration between Maxwell Court and
Hamilton Street. More information on the temporary CSXT SF Line and the proposed Maxwell
Court Extension is included in the Chapter 2.0 of this document.
Temporary impacts to the on-time performance of the CATS Oaklawn #26 bus route may occur
during construction. These temporary impacts will occur as a result of the capacity reductions
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
26
along NC Music Factory Boulevard related to construction of the temporary CSXT SF Line run-around.
Once construction is complete, the temporary CSXT SF Line run-around will be
removed and NC Music Factory Boulevard will be restored to its current configuration thus
eliminating delays to CATS service to and from the NC Music Factory area.
In addition, the Build Alternative will permanently
eliminate or grade separate four of the seven
existing at-grade roadway/rail crossings. Two of
these crossings will be closed permanently (North
Johnson Street, and North Church Street on the
CSXT SF Line) and two will be grade separated
(Giant Cement private drive and ADM private
drive).
With the exception of the North Church Street
closure, vehicular traffic impacts associated with
the proposed roadway/rail at-grade crossing
closures and grade separations are anticipated to
be minor. Where the existing roadway/rail at-grade
crossings are to be closed, the existing roadways
are considered low-volume (100 to 300 vehicles per
day) and, therefore, existing traffic can be accommodated by the adjacent street system.
As mitigation for closing the North Church Street crossing and to accommodate truck access to
businesses along North Church Street affected by the crossing closure, the Project will extend
Wadsworth Place one block between North Tryon Street and North Church Street and add a
truck turn-around area on North Church Street.
The location of the proposed at-grade roadway/rail crossing closures and the proposed
roadway/rail grade separations are identified in Figure 5 (Appendix A).
Parking - On-street parking is currently available along both the north and south sides of NC
Music Factory Boulevard (See Photo 2). These spaces are primarily located between North
Johnson Street and Hamilton Street. Off-street parking also exists in the Project study area,
particularly at ADM and the Mecklenburg County vehicle maintenance garage near Maxwell
Court.
The No-Build Alternative would not impact parking within the Project area.
The Build Alternative will have a temporary impact on the approximately 73 parking spaces
along both sides of NC Music Factory Boulevard and 20 parking spaces on Hamilton Street.
Temporary parking impacts will result from the addition of the temporary CSXT SF Line run-around
to be partially constructed within existing NC Music Factory Boulevard right-of-way.
Once construction is complete, the temporary CSXT SF Line run-around will be removed and
on-street parking along NC Music Factory Boulevard and Hamilton Street will be reestablished.
No impacts to the NC Music Factory parking lots are anticipated for the Build Alternative.
NCDOT, the City of Charlotte and Mecklenburg County have entered into a three-part interlocal
agreement to extend Maxwell Court around the NC Music Factory as part of the Project. This
street extension will also eliminate some parking for the City of Charlotte's maintenance garage
Photo 2: On-street parking along NC Music
Factory Boulevard
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
27
in this area. However, once Maxwell Court Extension is built the City and County will no longer
use the garage and site, eliminating their parking needs.
The Build Alternative will also relocate some ADM truck parking as a result of relocating the
ADM flour load-out facility during construction of the trench.
3.3.2 Land Use, Zoning, & Property Acquisition
Land Use and Zoning - The Project is located in the city of Charlotte, Mecklenburg County,
North Carolina. The Project area can generally be characterized as an urbanized railroad
corridor. Land use within or directly adjacent to the Project area is comprised of a mixture of
land uses including industrial, commercial, cemetery, multi-family, and vacant/wooded lots.
According to 2009 zoning data provided by Mecklenburg County, zoning within or directly
adjacent to Project area can be categorized as heavy industrial, light industrial, uptown mixed
use, mixed use, urban residential, or business. Future land use data and 2009 zoning data are
graphically depicted in Figure 6 and Figure 7 (Appendix A), respectively.
The No-Build Alternative would not impact land use or be inconsistent with zoning.
The Build Alternative will not have a significant impact on land use or zoning as it will be
consistent with existing land use plans and local planning documents. The Project will require
the elimination of the City of Charlotte/Mecklenburg County maintenance garage along Maxwell
Court.
Property Acquisition - The No-Build Alternative would not require the acquisition of any property.
The Build Alternative will require the total take of the following parcels:
1. Parcel ID 07823202 - 715 & 721
Seaboard Street (now NC Music Factory
Boulevard) - This parcel is listed as one
parcel by the county auditor, but there are
two separate buildings on it and each one
has its own mailing address. The larger of
the two buildings had a mailing address of
715 Seaboard Street and the smaller
building had a mailing address of 721
Seaboard Street at the time this document
was written. At the time this document
was written, there were four tenants
located on this property. These tenants
included 2 cabinet shops, a steel shop,
and a plastics recycler (See Photo 3).
2. Parcel ID 07823201 - 700 West Ninth Street - This is the former location of the
Americold Logistics Company. At the time this document was prepared, this parcel was
unused and had been acquired by NCDOT.
3. Parcel ID 07813106 - 717 Johnson Street - This is a vacant triangular shaped parcel
bounded by the Elmwood/Pinewood Cemetery to the south, the CSXT railroad to the
north, and Johnson Street to the east.
4

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Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ENVIRONMENTAL ASSESSMENT
FOR THE
CSXT/NS MAINLINE GRADE SEPARATION PROJECT
(TIP Project No. P-5002)
MECKLENBURG COUNTY, NORTH CAROLINA
Green Sheet
Page 1 of 2
Commitments Developed Through Project Development and Design
NCDOT
The North Carolina Department of Transportation (NCDOT) will take a proactive approach to
implementing sediment and erosion control Best Management Practices (BMPs) throughout
Project Development and Design. All sediment and erosion control BMPs will be implemented
in accordance with North Carolina Department of Environment and Natural Resources
(NCDENR) Division of Water Quality’s Design Standards in Sensitive Watersheds1
to reduce
potential for nutrient runoff into Little Sugar Creek and Irwin Creek.
Design plans will incorporate the treatment of stormwater runoff through the use of appropriate
BMPs as defined in the most recent version of NCDENR Division of Water Quality’s Stormwater
Best Management Practices (July 2007).
The proposed Maxwell Court Extension portion of the Project will directly impact soil identified
as an asbestos contaminated area. The NCDOT will coordinate with the Mecklenburg County
Health Department, the North Carolina Department of Health and Human Services, and the
Environmental Protection Agency (EPA) to determine the best course of action to minimize
disturbance of the soil while constructing the Maxwell Court Extension.
NCDOT will incorporate welded-rail into the Project's design in an effort to reduce rail noise
throughout the Project corridor.
In the area of Elmwood/Pinewood Cemetery that is adjacent to the CSX Transportation (CSXT)
railroad, NCDOT will conduct additional investigations to determine the nature of the anomalies
discovered by ground-penetrating radar (GPR) and how many of these are graves. NCDOT will
conduct additional investigations to determine if there are burials along the fence line where the
GPR survey could not access. NCDOT will also monitor the removal of the modern fence and
other construction activities on the railroad side of the fence to determine if there are burial sites
that have not yet been identified. If burial sites are identified along the fence line or areas to be
disturbed by the Project construction, NCDOT will follow applicable state and federal laws to
reinter the remains. As a further mitigation measure, a decorative fence, similar to the existing
fence along West Ninth Street, and plantings will be installed along the edge of the trench
between the cemetery and railroad once the trench is constructed.
1 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20-
%20environment%20and%20natural%20resources/chapter%2004%20-
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ENVIRONMENTAL ASSESSMENT
FOR THE
CSXT/NS MAINLINE GRADE SEPARATION PROJECT
(TIP Project No. P-5002)
MECKLENBURG COUNTY, NORTH CAROLINA
Green Sheet
Page 2 of 2
Commitments Developed Through Project Development and Design
For the Seaboard Street Historic District, NCDOT plans to demolish the John B. Ross Bag
Company Warehouse, the People's Ice and Coal Company Building and a small portion of the
Interstate Mill through construction of the Project. NCDOT will undertake a survey to document
the buildings, including historic research, develop architectural plans, and conduct a photo
archive of the buildings.
For the Soule Steel and Iron Works historic resource, NCDOT plans to demolish the piece of
craneway equipment between the property fence and the CSXT mainline track. NCDOT will
undertake a survey to document the equipment, including historic research, and conduct a
photo archive of the structure.
For the Southern Asbestos Company Mills and the Seaboard Street Historic District, NCDOT
will require the contractor to use construction methods and equipment that will minimize
vibration and not damage historic buildings within the Project area.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-1
EXECUTIVE SUMMARY
The North Carolina Department of Transportation (NCDOT) Rail Division, in conjunction with the
Federal Railroad Administration (FRA), proposes to undertake the CSX Transportation
(CSXT)/Norfolk Southern (NS) Railroad Mainline Grade Separation Project (Project) in the City
of Charlotte, Mecklenburg County, North Carolina. The NCDOT State Transportation
Improvement Program (TIP) number for this Project is P-5002. The purpose of the Project is to
grade separate the intersection of two major Class I railroads in Center City (Uptown) Charlotte
in order to enhance safety, improve reliability, improve operations, increase operational capacity
for commuter and passenger rail, and improve the quality of life for nearby businesses and
residents. The grade separation will also help accommodate the projected doubling of freight
rail volume in the area, which is independent of the implementation of this Project. The term
“grade separation” simply means to elevate one roadway/rail over the other by means of
bridging.
This Project (P-5002) will facilitate and support future increased passenger rail service between
Raleigh and Charlotte for the NCDOT Piedmont Improvement Program (PIP). The PIP provides
the capacity along the Piedmont Corridor to facilitate the introduction of up to 12 daily (six round
trip) passenger trains between Raleigh and Charlotte.
The NCDOT Piedmont Corridor is part of the federally designated Southeast High Speed Rail
(SEHSR) corridor connecting northeastern states and Washington, DC through Richmond, VA
to Raleigh and Charlotte, NC and Atlanta, GA. In Atlanta, the SEHSR extends southeast to
Savannah, GA and Jacksonville, FL; and the Gulf Coast High Speed Rail (GCHSR) corridor
extends southwest to New Orleans, LA, Mobile, AL, and Houston, TX.
NCDOT, the Virginia Department of Rail and Public Transportation (DRPT), the Federal
Highway Administration (FHWA), and FRA completed a Tier I Environmental Impact Statement
(EIS) and FRA and FHWA issued a Record of Decision (ROD) for the portion of the SEHSR
corridor between Charlotte and Washington, DC in 2002. This Environmental Assessment (EA)
for P-5002 is one of several Tier II, or project level, studies being progressed under the
overarching Tier I EIS for the portion of the SEHSR corridor between Charlotte and Raleigh.
The portion of the SEHSR between Richmond and Washington, DC will be studied by FRA and
the Virginia DRPT in a Tier II EIS. FRA has awarded approximately $45 million to Virginia to
fund this EIS, as well as preliminary engineering. The Tier II EIS process for the Raleigh to
Richmond portion is currently in the FEIS development phase, and a ROD is anticipated in early
2014.
The PIP consists of track capacity and grade separation projects that must be completed in
order to provide more frequent passenger rail service along the Piedmont Corridor between
Raleigh and Charlotte. These projects comprise improvements to part of the SEHSR, and will
also benefit the host railroads on the corridor, including NS, CSXT, and the North Carolina
Railroad (NCRR).
The Project is intended to remove the daily conflict between approximately 40 NS freight trains
and 10 CSXT freight trains, as well as conflicts between passenger rail trains (both future and
existing), CSXT/NS freight trains, and a new commuter rail service proposed by the Charlotte
Area Transit System (CATS).
The Project will address the following need elements:
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-2
1. Improve the safety, reliability, and efficiency of NS freight trains;
2. Improve the safety, reliability, and efficiency of CSXT freight trains;
3. Enhance the safety of vehicles and pedestrians;
4. Provide for the safe operation of the planned future CATS commuter rail service;
5. Provide for the safe operation of the existing and planned future passenger rail;
6. Improve interstate commerce;
7. Improve local air quality; and
8. Improve local quality of life and commerce.
NCDOT Rail Division’s 2002 Feasibility Study for the Charlotte Multi-Modal Station and Area
Track Improvements identified the grade separation of the at-grade intersection of the CSXT SF
Line from the NS Mainline at NS MP 377 as an important step towards the improvement of
transportation options in the Charlotte region. In the development of the 2002 Feasibility Study
and subsequent concept planning done by NCDOT, NS, and CATS, the following grade
separation alternatives were considered:
1. NS Mainline over CSXT SF Line
2. CSXT SF Line over NS Mainline
3. NS Mainline under CSXT SF Line
4. CSXT SF Line under NS Mainline
5. Freight Railroad Bypass
6. CSXT Trench Shift North
7. CSXT Tunnel
In addition to these rail grade separation alternatives, options were considered for altering the
Archer Daniels Midland (ADM) Company flour mill, which is adjacent to the CSXT track. These
alternatives were developed to minimize impacts to the ADM operations and to the Seaboard
Street Historic District.
The Build Alternative consists of the relocation of the CSXT SF Line into a trench to grade-separate
the CSXT SF Line from the NS Mainline. The proposed CSXT trench will be
constructed on the existing CSXT horizontal alignment were feasible, but the profile of the line
will be revised to enable the CSXT SF Line to pass under the NS Mainline. The NS Mainline
will remain in its current position and will span the CSXT trench by means of a new 3-track
bridge. A temporary mainline track will be constructed for CSXT to facilitate construction of the
CSXT trench and the new NS Mainline bridge over the trench. Prior to construction of the
trench, the Project will shift NC Music Factory Boulevard (formerly Seaboard Street) to maintain
a four-lane roadway from North Graham Street to Maxwell Court, and will construct the Maxwell
Court Extension from 12th Street to Hamilton Street to accommodate vehicular and emergency
access to businesses in the area. Modifications will be made to the ADM flour mill to allow the
mill to continue operating during Project construction.
This EA has been prepared in accordance with FRA’s Procedures for Considering
Environmental Impacts (64 Fed. Reg. 28545). The level of environmental analysis summarized
in this document is consistent with the expected magnitude of impact for the Project. The
following table provides an outline of the anticipated environmental consequences related to
implementing the Build Alternative.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-3
Section of EA Summary of Impacts Proposed Mitigation
3.1.1
Air Quality
No Impact. The results of the
Applicability Analysis as part of the
General Conformity process
showed the Project to be below
threshold and regionally
insignificant.
Not applicable.
3.1.2
Noise & Vibration
Minor Impact. No increases in
noise levels are anticipated as a
result of the Build Alternative. The
use of some construction equipment
and techniques may cause vibration
above FTA thresholds for older
buildings, which might damage
buildings closest to the Project.
NCDOT will require the
contractor to use equipment that
will produce vibrations below
FTA thresholds. For the ADM
mill, NCDOT will conduct
additional structural
investigations and determine
more precisely the construction
techniques and equipment to be
used.
3.1.3
Water Quality
Minor Impact. The Build
Alternative will not permanently
impact water quality and will not
cause a change in the Class C
classification designated by
NCDENR DWQ. However, the
Build Alternative will encroach upon
two Mecklenburg County 35-foot
post-construction Surface Water
Improvement & Management
(SWIM) buffers. Temporary
impacts associated with
construction stormwater and
sedimentation may occur as part of
construction activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
3.1.4
Water Bodies &
Waterways
Minor Impact. The Build
Alternative will result in permanent
impacts to one intermittent tributary
to Irwin Creek along the proposed
Maxwell Court Extension.
However, the project will increase
the total linear feet of the tributary
that is open. Temporary impacts
associated with construction
stormwater and sedimentation may
occur as part of construction
activities.
NCDOT will undertake BMPs in
accordance with NCDENR
DWQ's Design Standards in
Sensitive Watersheds and
Stormwater Best Management
Practices.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-4
Section of EA Summary of Impacts Proposed Mitigation
3.1.5
Floodplains
No Impact. The Build Alternative
will not permanently impact the 100-
year floodplain of Little Sugar Creek
or the 100-year floodplain of Irwin
Creek.
Not Applicable.
3.1.6
Wetlands
No Impact. There are no wetlands
within the Project area. Therefore,
the Project will not have permanent,
temporary, secondary, or
cumulative wetland impacts.
Not Applicable.
3.1.7
Coastal Zones
No Impact. This Project is located
in Mecklenburg County, which is not
one of North Carolina’s 20 coastal
zone counties.
Not Applicable.
3.1.8
Farmland
No Impact. The areas adjacent to
the Project area are developed and
urban in nature. No land exhibiting
the criteria of farmland is present
within or adjacent to the Project
area.
Not Applicable.
3.2.1
Ecologically
Sensitive Areas
No Impact. A survey of the Project
area found no ecologically sensitive
areas, wildlife habitat, or designated
critical habitat areas.
Not Applicable.
3.2.2
Threatened &
Endangered
Species
No Impact. Field surveys found no
evidence of federal or state-listed
threatened and endangered species
within the Project area.
Not Applicable.
3.3.1
Transportation
Minor Impact. The Build
Alternative will have a positive
impact on freight and rail
transportation by eliminating the
need for CSXT trains to waiting for
NS clearance to proceed. The Build
Alternative will permanently
eliminate two public and two private
roadway/rail at-grade crossings to
vehicular traffic but will ensure
alternate access. Some off-street
parking areas will be relocated.
See proposed mitigation under
Section 3.4.2.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-5
Section of EA Summary of Impacts Proposed Mitigation
3.3.2
Land Use, Zoning, &
Property Acquisition
Minor Impact. The Build
Alternative will not have a significant
impact on land use or zoning as it
will be consistent with existing land
use plans and local planning
documents. The Build Alternative
will require the total take of four
parcels, plus construction and
railroad easements. The County's
vehicle maintenance garage and
the county surface parking area will
be relocated. Truck parking for the
ADM mill will be relocated.
Not Applicable.
3.3.3
Environmental
Justice &
Community
Disruption
No Impact. No disproportionately
high or adverse effects to the
identified low-income or minority
populations are anticipated. The
Build Alternative will not result in the
disruption or segmentation of
existing communities. The Project
will have an overall positive effect
on the adjacent communities, with a
reduction in train horn noise and
train exhaust emissions from trains
waiting to cross the railroad
intersection.
Not Applicable.
3.3.4
Safety & Security
Minor Impact. The trench
represents a potential safety risk.
NCDOT will incorporate safety
and security countermeasures
(i.e. security fencing, safety
niches, lighting, and emergency
exit stairways) into the Build
Alternative.
3.3.5
Hazardous Materials
Inventory
Minor Impact. 20 potential
hazardous material sites were
identified within the Project study
area. The right-of-way for the
proposed Maxwell Court Extension
includes soil that has been identified
by Mecklenburg County as
containing asbestos, likely from the
adjacent Southern Asbestos
Company Mills.
NCDOT will undertake a more
detailed study of the sites
identified in the inventory prior to
acquisition of right-of-way or
construction. For Maxwell Court
Extension, NCDOT will work with
EPA, Mecklenburg County and
NCDENR and develop a plan to
mitigate and/or remove the
materials.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-6
Section of EA Summary of Impacts Proposed Mitigation
3.3.6
Cultural Resources
Adverse Effect. The Build
Alternative will have an adverse
effect on Elmwood/Pinewood
Cemetery through removal of the
existing fence and vegetation
adjacent to the CSXT railroad,
which may require moving
unmarked burials. The Build
Alternative will have an adverse
effect on the Soule Steel and Iron
Works by requiring removal of a
piece of craneway equipment from
the railroad right-of-way. The Build
Alternative will also have an
adverse effect on the Seaboard
Street Historic District, by requiring
full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
historic resources.
Elmwood/Pinewood
Cemetery: NCDOT will monitor
construction activities to
determine if there burial sites
that have not yet been identified.
If burial sites are identified in
areas to be disturbed by the
Project construction, NCDOT
will follow applicable state and
federal laws to reinter the
remains.
NCDOT will install a decorative
fence, and plantings will be
installed along the edge of the
trench between the cemetery
and railroad once the trench is
completed.
Seaboard Street Historic
District & Soule Steel and Iron
Works: For the structures that
will be demolished through
construction of the trench,
contractor staging/laydown area,
and partial relocation of ADM
facilities, NCDOT will undertake
a survey to document the
buildings, including historic
research, developing
architectural plans, and
conducting a photo archive of
the buildings or equipment.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-7
Section of EA Summary of Impacts Proposed Mitigation
Section 4(f)
Resources
(chapter 5)
Uses. For Elmwood/Pinewood
Cemetery, the Build Alternative will
cause removal of the existing fence
and vegetation adjacent to the
CSXT railroad, which may require
moving unmarked burials. The
Build Alternative will require
removal of a piece of craneway
equipment from the railroad right-of-way
at the Soule Steel and Iron
Works. In the Seaboard Street
Historic District, the Project will
require full or partial demolition of
structures.
NCDOT will enter into a
Memorandum of Agreement with
FRA and SHPO to document
efforts to minimize and mitigate
the effects of the Project on
Section 4(f) resources, as
described above under Cultural
Resources.
3.3.7
Section 6(f)
Resources
No Impact. There are no Section
6(f) resources in the Project area.
Not Applicable.
3.4.1
Temporary Rail
Impacts
Minor Impact. Rail service will
continue during construction on
both the CSXT and NS mainlines.
CSXT rail storage capacity will be
temporarily reduced with the
removal of the CSXT Tryon Yard.
NCDOT will coordinate with
CSXT and NS to ensure that
temporary impacts to both
railroads are minimized.
3.4.2
Temporary
Transportation
Impacts
Minor Impact. NC Music Factory
Boulevard will be shifted to allow
construction of a temporary CSXT
track, and will be reduced to two
travel lanes between Maxwell Court
and Hamilton Street during
construction. On-street parking
along NC Music Factory Boulevard
will be temporarily eliminated.
Some CATS bus routes will be
temporarily re-routed during
construction.
NCDOT will participate with the
City of Charlotte in construction
of Maxwell Court Extension to
ensure access to NC Music
Factory.
NCDOT will coordinate with the
City of Charlotte and CATS to
minimize impacts.
3.4.3
Temporary Business
Impacts
Minor Impact. Access to area
businesses such as the NC Music
Factory and ADM mill will be
maintained. Businesses on North
Church Street will have other
roadway improvements completed
to mitigate the closure of the Church
Street roadway/rail at-grade
crossing. NCDOT will construct a
temporary flour and bulk load-out
facility for ADM to maintain
operations.
NCDOT will coordinate with
ADM, NS and CSXT to maintain
mill operations during Project
construction.
Where feasible, NCDOT will
construct area street
improvements as an early phase
to maintain business access.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-8
Section of EA Summary of Impacts Proposed Mitigation
3.4.4
Solid Waste
Disposal
No Impact. Solid waste resulting
from construction will be disposed
of in accordance with State and
local requirements throughout the
duration of construction.
Not Applicable.
3.4.5
Use of Energy
Resources
No Impact. During construction,
there will be an increase in energy
usage due to construction related
activities. However, upon the
completion of construction, the
project will facilitate more efficient
operations for trains and an
elimination of automobile idling due
to stopped trains, resulting in lower
energy usage.
Not Applicable.
3.4.6
Use of Other Natural
Resources
No Impact. The use of other
natural resources will be minimal
during construction. Efforts will be
made during construction to
minimize adverse impacts to natural
resources both onsite and adjacent
to the construction boundary.
Not Applicable.
3.5
Aesthetic and
Design Quality
Impacts
Minor Impact. Temporary visual
impacts attributed to construction
activities will occur. Views of heavy
equipment and material stockpiles
will be commonplace throughout the
duration of construction.
Visual changes will occur in around
Elmwood/Pinewood Cemetery, NC
Music Factory, and residential areas
adjacent to the railroad corridor.
Where feasible, NCDOT will
install a visual barrier between
the temporary CSXT SF Line
and NC Music Factory
Boulevard.
NCDOT will install a decorative
fence and landscaping
separating the CSXT railroad
and Elmwood/Pinewood
Cemetery. NCDOT also will
install landscaping east of the
proposed ADM west tracks to
visually screen the tracks from
residences along Smith Street.
Where needed, NCDOT will
replace existing vegetation
screening between the railroad
and residences located along
North Brevard and Caldwell
Streets.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-9
Section of EA Summary of Impacts Proposed Mitigation
3.6
Possible Barriers to
Elderly and
Handicapped
No Impact. Construction of the
Project is not anticipated to result in
barriers to the elderly and
handicapped populations. Access
to area resources such as the NC
Music Factory will be maintained at
all times during and following
construction. The Project will
include replacing the Johnson
Street roadway/rail at-grade
crossing with a pedestrian bridge
over the CSXT trench to allow
pedestrian access between NC
Music Factory Boulevard and the
entrances to the Cemetery.
Not Applicable.
3.7
Public Health
No Impact. No impacts to public
health are anticipated as a result of
the Build Alternative. Air Quality
assessment show the Project to be
below air quality thresholds, and the
Project is not expected to have
major impacts to hazardous
materials, wetlands, area streams
or waterways.
Not Applicable.
3.8
Public Safety
Minor Impact. The Build
Alternative will improve overall
public safety through the elimination
of four roadway/rail at-grade
crossings, and through the
elimination of the CSXT/NS railroad
at-grade intersection. Particular
attention will be given to the
maintenance of public safety for the
duration of construction.
The Project will include security
fencing to minimize trespassing
onto railroad right-of-way, and
security fencing along both sides
of the CSXT trench.
Public access to the construction
site will be limited through the
use of temporary fencing,
warning signs, or other safety
precautions.
3.9
Recreational
Opportunities
No Impact. Construction of the
proposed CSXT trench is not
anticipated to impact recreational
opportunities in and around the
Project study area. The Project will
not permanently alter access to
local recreational resources such as
the NC Music Factory. No parks or
public recreation lands are located
within or directly adjacent to the
Project study area. Access to
Elmwood/Pinewood Cemetery will
be maintained.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
ES-10
Section of EA Summary of Impacts Proposed Mitigation
3.10
Secondary &
Cumulative
Impacts
Minor Impact. The improved
freight service may make Charlotte
more attractive to rail dependent
industries. This may also increase
economic activity resulting from the
addition of industries relocating to
Charlotte to benefit from the
improved freight access. The Build
Alternative will also result in the
demolition of some warehousing
adjacent to the trench along
Johnson Street. A secondary
impact may be that these parcels
will likely be redeveloped into non-warehousing
uses. The Build
Alternative will have little
encroachment-alternation effects,
since it is within an active railroad
corridor.
Not Applicable.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
i
TABLE OF CONTENTS
CHAPTER 1.0 - PURPOSE & NEED ......................................................................................... 1
1.1 INTRODUCTION.................................................................................................................. 1
1.2 DECISION TO BE MADE .................................................................................................... 2
1.3 PROJECT HISTORY ........................................................................................................... 2
1.4 PROJECT AREA ................................................................................................................. 3
1.5 PURPOSE STATEMENT ..................................................................................................... 3
1.6 PROJECT NEED ELEMENTS ............................................................................................. 3
1.7 LOGICAL TERMINI/PROJECT LIMITS ............................................................................... 5
1.8 INDEPENDENT UTILITY ..................................................................................................... 5
CHAPTER 2.0 - ALTERNATIVES ............................................................................................. 7
2.1 NO-BUILD ALTERNATIVE .................................................................................................. 7
2.2 IDENTIFICATION OF THE BUILD ALTERNATIVE ............................................................. 7
2.2.1 Grade Separation Alternatives Considered .................................................................................. 7
2.2.2 CSXT Trench Alternatives Considered ......................................................................................... 8
2.3 DESCRIPTION OF SELECTED BUILD ALTERNATIVE ..................................................... 9
2.3.1 Temporary CSXT SF Line .......................................................................................................... 10
2.3.2 Modifications Prior to Trench Construction ................................................................................. 11
2.3.3 Bridges over the CSXT Trench ................................................................................................... 11
2.3.4 Temporary Relocation of ADM Mill Operations and Construction of ADM siding tracks ............ 12
2.3.5 Trench Construction ................................................................................................................... 14
2.3.6 NS Track Layout ......................................................................................................................... 15
2.3.7 CSXT/NS Interchange Track ...................................................................................................... 16
2.3.8 Capital Costs ............................................................................................................................... 16
CHAPTER 3.0 - AFFECTED ENVIRONMENT & ENVIRONMENTAL CONSEQUENCES .......17
3.1 PHYSICAL ENVIRONMENT ...............................................................................................17
3.1.1 Air Quality .................................................................................................................................. 17
3.1.2 Noise & Vibration ........................................................................................................................ 18
3.1.3 Water Quality .............................................................................................................................. 19
3.1.4 Water Bodies & Waterways ........................................................................................................ 20
3.1.5 Floodplains ................................................................................................................................. 21
3.1.6 Wetlands .................................................................................................................................... 22
3.1.7 Coastal Zones ............................................................................................................................. 22
3.1.8 Farmland .................................................................................................................................... 22
3.2 BIOLOGICAL ENVIRONMENT ..........................................................................................23
3.2.1 Ecologically Sensitive Areas ....................................................................................................... 23
3.2.2 Threatened & Endangered Species ........................................................................................... 23
3.3 HUMAN ENVIRONMENT ...................................................................................................24
3.3.1 Transportation ............................................................................................................................. 24
3.3.2 Land Use, Zoning, & Property Acquisition .................................................................................. 27
3.3.3 Environmental Justice & Community Disruption ......................................................................... 29
3.3.4 Safety & Security ........................................................................................................................ 31
3.3.5 Hazardous Materials Inventory ................................................................................................... 31
3.3.6 Cultural Resources ..................................................................................................................... 32
3.3.7 Section 6(f) Resources ............................................................................................................... 40
3.4 CONSTRUCTION IMPACTS ..............................................................................................40
3.4.1 Temporary Rail Impacts .............................................................................................................. 40
3.4.2 Temporary Transportation Impacts............................................................................................. 40
3.4.3 Temporary Business Operations ................................................................................................ 41
3.4.4 Solid Waste Disposal .................................................................................................................. 41
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ii
3.4.5 Use of Energy Resources ........................................................................................................... 41
3.4.6 Use of Other Natural Resources ................................................................................................. 41
3.5 AESTHETIC AND DESIGN QUALITY IMPACTS ...............................................................42
3.6 POSSIBLE BARRIERS TO THE ELDERLY AND HANDICAPPED ....................................42
3.7 PUBLIC HEALTH ...............................................................................................................42
3.8 PUBLIC SAFETY ................................................................................................................43
3.9 RECREATIONAL OPPORTUNITIES ..................................................................................43
3.10 SECONDARY & CUMULATIVE IMPACTS .......................................................................43
3.11 SUMMARY OF ENVIRONMENTAL CONSEQUENCES FOR THE BUILD ALTERNATIVE .......45
CHAPTER 4.0 - COORDINATION & CONSULTATION ...........................................................53
4.1 AGENCY COORDINATION ................................................................................................53
4.2 PUBLIC INVOLVEMENT ....................................................................................................54
CHAPTER 5.0 - SECTION 4(F) EVALUATION ........................................................................55
5.1 PURPOSE OF SECTION 4(F) EVALUATION ....................................................................55
5.2 APPLICABILITY OF SECTION 106 AND OF SECTION 4(F) TO THE PROJECT .............56
5.2.1 Section 106 Applicability ............................................................................................................. 56
5.2.2 Section 4(f) Applicability ............................................................................................................. 56
5.3 DESCRIPTION OF SECTION 4(F) RESOURCES ..............................................................57
5.4 DESCRIPTION OF ALTERNATIVES CONSIDERED .........................................................59
5.4.1 No-Build Alternative .................................................................................................................... 60
5.4.2 CSXT Over NS or NS Over CSXT Alternatives .......................................................................... 60
5.4.3 NS Under CSXT Alternative ....................................................................................................... 61
5.4.4 Freight Railroad Bypass Alternative (Avoidance Alternative) ..................................................... 62
5.4.5 CSXT Track/Trench Shift Alternative .......................................................................................... 63
5.4.6 CSXT Tunnel Alternative ............................................................................................................ 63
5.4.7 Relocation of ADM Flour Mill Alternatives .................................................................................. 64
5.5 DESCRIPTION OF IMPACTS TO 4(F) RESOURCES ........................................................66
5.5.1 Elmwood/Pinewood Cemetery .................................................................................................... 66
5.5.2 Seaboard Street Historic District ................................................................................................. 68
5.5.3 Soule Steel and Iron Works ........................................................................................................ 72
5.6 CONCLUSION ....................................................................................................................73
5.7 PUBLIC AND AGENCY COORDINATION .........................................................................74
CHAPTER 6.0 - LIST OF PREPARERS ...................................................................................77
CHAPTER 7.0 - REFERENCES ...............................................................................................79
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
iii
LIST OF APPENDICES
APPENDIX A - Project Mapping
APPENDIX B - Conceptual Plan Sheets
APPENDIX C - Air Quality, Noise, & Vibration
APPENDIX D - Agency Coordination
APPENDIX E - Threatened & Endangered Species
APPENDIX F - Public Involvement
APPENDIX G - Cultural Resources
APPENDIX H - Hazardous Materials
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Environmental Assessment for the
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CHAPTER 1.0 - PURPOSE & NEED
1.1 INTRODUCTION
The North Carolina Department of Transportation (NCDOT) Rail Division, in conjunction with the
Federal Railroad Administration (FRA), is proposing to undertake the CSXT Transportation
(CSXT)/Norfolk Southern (NS) Railroad Mainline Grade Separation Project (Project) in the City
of Charlotte, Mecklenburg County, North Carolina. The NCDOT State Transportation
Improvement Program (TIP) number for this Project is P-5002. The purpose of the Project is to
grade separate the intersection of two major Class I railroads in Center City (Uptown) Charlotte
in order to enhance safety, improve reliability, improve operations, increase operational capacity
for commuter and passenger rail, and improve the quality of life for nearby businesses and
residents. The grade separation will also help accommodate the projected doubling of freight rail
volume in the area, which is independent of the implementation of this Project. The term “grade
separation” simply means to elevate one roadway/rail over the other by means of bridging.
This Project (P-5002) will facilitate and support future increased passenger rail service between
Raleigh and Charlotte for the NCDOT Piedmont Improvement Program (PIP). The PIP provides
the capacity along the Piedmont Corridor to facilitate the introduction of up to 12 daily (six round
trip) passenger trains between Raleigh and Charlotte.
The NCDOT Piedmont Corridor is part of the federally designated Southeast High Speed Rail
(SEHSR) corridor connecting the northeastern states and Washington, DC through Richmond,
VA to Raleigh and Charlotte, NC to Atlanta, GA. In Atlanta, the SEHSR extends southeast to
Savannah, GA and Jacksonville, FL; and the Gulf Coast High Speed Rail (GCHSR) corridor
extends southwest to New Orleans, LA, Mobile, AL, and Houston, TX.
NCDOT, the Virginia Department of Rail and Public Transportation (DRPT), the Federal
Highway Administration (FHWA) and FRA completed a Tier I Environmental Impact Statement
(EIS) and FRA and FHWA issued a Record of Decision (ROD) for the portion of the SEHSR
corridor between Charlotte and Washington, DC in 2002. This Environmental Assessment (EA)
for P-5002 is one of several Tier II, or project level, studies being progressed under the
overarching Tier I EIS for the portion of the SEHSR corridor between Charlotte and Raleigh.
The portion of the SEHSR between Richmond and Washington, DC will be studied by FRA and
the Virginia DRPT in a Tier II EIS. FRA awarded approximately $45 million to Virginia to fund
this EIS, as well as preliminary engineering. The Tier II EIS process for the Raleigh to
Richmond portion is currently in the Final EIS (FEIS) development phase, and a ROD is
anticipated in early 2014.
The PIP consists of track capacity and roadway/rail grade separation projects that must be
completed in order to provide more frequent passenger rail service along the Piedmont Corridor
between Raleigh and Charlotte. These projects comprise improvements along part of the
SEHSR, and will also benefit the host railroads on the corridor, including NS, CSXT, and the
North Carolina Railroad (NCRR).
The Project is intended to remove the daily conflict between approximately 40 NS freight trains
and 10 CSXT freight trains, as well as conflicts between passenger rail trains (both future and
existing), NS/CSXT freight trains, and a new commuter rail service proposed by the Charlotte
Area Transit System (CATS). The Project will enhance safety by permanently eliminating or
grade separating four existing roadway/rail at-grade crossings and grade separating one
diamond rail/rail at-grade intersection. The Project will also eliminate traffic delays created
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
2
when CSXT freight trains block nearby roadway/rail at-grade crossings for long periods, while
awaiting for dispatch priority from NS, and with reduced delays, will eliminate portions of the
idling engine noise that impacts nearby residences and businesses. The Project will also
enhance the environment, through reduced emissions and fuel consumption, by eliminating
idling trains and idling vehicles. Noise in the area will also be reduced by the elimination of train
wheels impacting the diamond crossing at the CSXT/NS at-grade intersection.
1.2 DECISION TO BE MADE
As proponents of an action supported by federal funds, the NCDOT Rail Division and the FRA
must comply with the National Environmental Policy Act of 1969 (NEPA). NEPA requires
federal agencies to consider the impacts of their actions on the natural, social, economic, and
cultural environment and to disclose those considerations in a public document. The NEPA
process is intended to help public officials make decisions based on an understanding of the
environmental consequences and take actions that protect, restore, and enhance the
environment.2
The purpose of this EA is to provide the FRA and the public with a full accounting of the
environmental impacts of the alternatives developed to meet the purpose and need. This EA
serves as the primary document to facilitate review of the Project by federal, state, and local
agencies and the public.
The EA process concludes with either a Finding of No Significant Impact (FONSI) or a
determination to proceed to the preparation of an Environmental Impact Statement (EIS). The
FONSI is a document that presents the reasons why the federal agency has concluded that
there are no significant environmental impacts associated with the completion of the Project and
identifies any necessary mitigation measures to ensure that there will be no significant impacts
to protected environmental resources.
1.3 PROJECT HISTORY
The City of Charlotte has a long history of rail service for both passenger rail and freight rail.
The popularity in passenger rail surged in the Charlotte region in 1990 when the NCDOT began
funding daily round trip service between Charlotte and New York on Amtrak’s Carolinian. In the
next 21 years (1990-2010), Charlotte's passenger rail ridership grew by 430 percent (1990:
36,547; 2010: 158,583), thereby placing a strain on the existing rail system already burdened by
increasing freight rail traffic that was diverted to rail due to congested roadways.
In 2002, the NCDOT Rail Division completed the Feasibility Study for the Charlotte Multi-Modal
Station and Area Track Improvements3
. The purpose of the study was to investigate the options
for developing a multi-modal transportation system in the Charlotte region that will have a
positive and lasting impact on the State of North Carolina. The 2002 feasibility study is a
“master plan” for rail improvements in the region and part of the study was focused on area
track and roadway-rail crossing safety improvements. One of the primary track improvement
projects that was identified and discussed in the feasibility study was the grade separation of the
intersection of the CSXT SF Line and NS Mainline tracks at NS Mile Post (MP) 377.
2 40 CFR 1500.1
3 NC Department of Transportation, Rail Division. Feasibility Study for the Charlotte Multi-Modal Station
and Area Track Improvements. May 2002. http://www.bytrain.org/istation/icharlotte.html
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CSXT/NS Mainline Grade Separation Project
3
The Charlotte area is also implementing a light rail and commuter rail plan. The elimination of
the existing diamond and grade separating the tracks will also facilitate future extension of
Charlotte’s commuter rail system, CATS, on the NS O Line to the north as ridership demand
warrants.
1.4 PROJECT AREA
The Project is located in the City of Charlotte, Mecklenburg County, North Carolina. The Project
area can generally be characterized as an urbanized railroad corridor. Land use adjacent to the
railroad corridor is comprised of a mixture of land uses including industrial, commercial,
cemetery, multi-family, and vacant/wooded lots. A project location map (Figure 2) and a project
study area map (Figure 3) are included in Appendix A.
1.5 PURPOSE STATEMENT
The Project will grade separate the CSXT SF Line and NS Mainline tracks at MP 377. The
Project will address the following need elements:
1. Improve the safety, reliability, and efficiency of NS freight trains;
2. Improve the safety, reliability, and efficiency of CSXT freight trains;
3. Enhance the safety of vehicles and pedestrians;
4. Provide for the safe operation of the planned CATS future commuter rail service;
5. Provide for the safe operation of the existing and planned future passenger rail;
6. Improve interstate commerce;
7. Improve local air quality; and
8. Improve local quality of life and commerce.
Additional detail on these project need elements is provided in the following section.
1.6 PROJECT NEED ELEMENTS
1. Improve the safety, reliability, and efficiency of NS freight trains - NS controls the existing
rail/rail at-grade intersection and has approximately 40 trains per day that cross this rail/rail
diamond intersection (See Photo 1). Some of these trains transport hazardous materials.
Although NS freight trains are rarely delayed by the CSXT freight trains (since NS controls
dispatch of the at-grade intersection) any type of incident on the CSXT tracks at the existing
at-grade intersection would seriously delay NS
Mainline traffic between the Northeast and
Atlanta. In addition, eliminating the existing at-grade
intersection will remove the costs currently
incurred by NS to manage and maintain the
existing at-grade intersection and will eliminate
the potential for train/train collisions.
2. Improve the safety, reliability, and efficiency of
CSXT freight trains - Currently CSXT has
approximately 10 freight trains per day that travel
over the existing at-grade intersection. The
Project will not only eliminate the long delays for
CSXT that occur on a daily basis, but it will also
eliminate many of the traffic delays for the surrounding residents, commuters and
businesses that occur whenever CSXT freight trains block roadway/rail at-grade crossings
for extended periods. The reduction in delays will have secondary benefits, including a
Photo 1: Existing CSXT/NS diamond intersection
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CSXT/NS Mainline Grade Separation Project
4
reduction in fuel consumption caused by idling vehicles, as well as a reduction in the noise
caused by trains idling for extended periods of time in one location. Grade separating the
CSXT and NS tracks will also allow CSXT to increase their operating speeds from 15 mph to
35 mph for a single mainline track in the trench, which will improve the efficiency of CSX’s
rail operations.
3. Enhance the safety of vehicles and pedestrians - The Project will eliminate or grade
separate four existing at-grade roadway/rail crossings along the CSXT SF Line, thereby
improving safety for vehicles and pedestrians by reducing the potential for train and
vehicle/pedestrian collisions.
4. Provide for the safe operation of the planned future commuter rail - At the time this
document was prepared, CATS had developed a plan to provide commuter rail service from
Mooresville to Center City Charlotte, as part of the CATS 2030 Transit Corridor System
Plan.4
This plan, referred to as the CATS North Corridor Commuter Rail, will utilize the
existing NS O Line, located to the west of the existing CSXT/NS diamond (the O Line is
currently not in service at this location). Since the O Line also crosses the CSXT tracks, the
Project will also separate the future commuter rail from the CSXT tracks and remove the
potential for train/train conflicts between CATS and CSXT freight trains.
5. Provide for the safe operation of the existing and future passenger rail - Currently, two
Amtrak passenger trains (Crescent trains #19 and #20) pass through the existing CSXT/NS
rail/rail at-grade intersection on a daily basis. NCDOT and the City of Charlotte have
proposed (as part of a separate joint CATS/NCDOT project5
) to relocate the existing Amtrak
station approximately 0.64 miles south of the proposed grade separation Project. This
station relocation will result in an additional six Amtrak passenger trains (Piedmont trains
#73, #74, #75 and #76 and Carolinian trains #79 and #80) that will need to pass through the
existing at-grade intersection. The PIP includes near-term and long-term plans to enhance
passenger rail service between Charlotte and Raleigh, which will result in additional
passenger trains traveling through the existing CSXT/NS rail/rail at-grade intersection. The
Project will grade separate the existing CSXT/NS at-grade intersection and reduce the
potential for passenger train and freight train conflicts.
6. Improve interstate commerce - The Project is vital for the growing port-to-market intermodal
shipping that is increasing across the U.S. The Port of Wilmington to Charlotte corridor has
been identified in CSX’s National Gateway initiative as integral to improving efficiency for
freight rail between mid-Atlantic ports and Midwest markets. NS has included Charlotte as
part of the NS I-81 Crescent Corridor to increase capacity from Louisiana to New Jersey.
Both CSXT and NS have also already received Safe, Accountable, Flexible, Efficient
Transportation Equity Act (SAFETEA-LU) Section 1306 funds to expand intermodal capacity
at their respective intermodal yards in Charlotte. As this intermodal traffic grows, the grade
separation will be needed to make certain this increased interstate traffic does not encounter
a bottleneck in downtown Charlotte.
7. Improve local air quality - The Project will eliminate the idling of CSXT locomotives waiting
for clearance of the CSXT/NS at-grade intersection and will eliminate the subsequent
4 CATS 2030 Transit Corridor System Plan. Adopted November 15, 2006.
http://charmeck.org/city/charlotte/cats/planning/2030Plan/Pages/default.aspx
5 Environmental Assessment - Charlotte Gateway Station. April 2009.
http://charmeck.org/city/charlotte/cats/planning/facilities/gatewaystation/Pages/Projectfacts.aspx
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
5
vehicular traffic delays caused by CSXT freight trains blocking the adjacent at-grade
roadway/rail crossings. Eliminating the idling trains and idling vehicles will reduce
emissions, thereby improving air quality for the businesses and residences surrounding the
existing CSXT/NS at-grade intersection.
8. Improve the local quality of life and area commerce - The Project will reduce area noise by
eliminating the need for CSXT freight trains to blow their horns within the Project area (due
to grade separation), by eliminating the idling engine noise created when CSXT freight trains
await clearance from NS to access the existing at-grade intersection, and by eliminating the
“banging” noise caused by trains traveling through the existing diamond rail interchange.
The grade separation will also eliminate the ensuing traffic congestion caused by trains
blocking various roadway-rail at-grade crossings while waiting for clearance. The Project
will also include construction of a new street to allow access to area businesses during
construction, and will include bridges over the CSXT line to accommodate vehicular and
pedestrian access in the area. As this area of Center City Charlotte continues to grow,
eliminating and mitigating the negative impacts from the adjacent rail operations will be
critical.
1.7 LOGICAL TERMINI/PROJECT LIMITS
Construction of the Project will be complex since the CSXT and NS tracks are active railroads
and cannot be shut down for long periods of time; the Project area is highly urbanized and
completely developed; and the Brookshire Freeway (I-277) runs overhead at the proposed
location of the grade separation. Construction will be completed in multiple stages, and will
include a temporary run-around track for CSXT. Finally, area street improvements will be
completed to ensure access for businesses and residents. Taking into account the area
required to construct the Project and the area needed to assess environmental impacts, the
Project limits have been defined as:
1. Eastern Terminus - Crossing of existing CSXT tracks and North Davidson Street
2. Western Terminus – The CSXT railroad bridge over I-77
3. Northern Terminus – 2,000 feet north of crossing of existing NS tracks and North
Graham Street
4. Southern Terminus - Crossing of existing NS tracks and West Sixth Street
5. Proposed street improvements on Maxwell Court Extension between NC Music Factory
Boulevard (formerly Seaboard Street) and Hamilton Street; on NC Music Factory
Boulevard from Hamilton Street to North Graham Street; and on North Church Street
between Wadsworth Place and West 11th Street
A map showing the Project study area is included in Figure 3 (Appendix A).
1.8 INDEPENDENT UTILITY
The Project was identified and studied as part of the NCDOT Rail Division’s 2002 Feasibility
Study for the Charlotte Multi-Modal Station and Area Track Improvements.6
6 See above at 3.
The study
investigated the options for developing a multi-modal transportation system for the Charlotte
region that will have a positive and lasting impact on the State of North Carolina. One of the
outcomes of the report was the creation of the Charlotte Rail Improvement and Safety Program
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
6
(CRISP). The Project is one of the component projects included in CRISP. A copy of the
CRISP project map is included in Appendix A (Figure 1). The Project is also part of the
proposed federally designated SEHSR corridor.
In accordance with NEPA guidelines, a project must have independent utility. i.e., be usable and
be a reasonable expenditure even if no additional transportation improvements in the area are
made. Even though the Project is part of CRISP, PIP and SEHSR, completion of the Project will
result in significant identifiable benefits regardless of whether the CRISP and SEHSR projects
are completed and the Project does not depend on any other project (current or future) to meet
the established Project purpose and need. In addition, the Project will not be segmented into
interdependent parts. Therefore, independent utility is established.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
7
CHAPTER 2.0 - ALTERNATIVES
The NCDOT Rail Division evaluated alternatives to meet the Project’s purpose and need. This
evaluation included the No-Build Alternative (a requirement of the National Environmental Policy
Act (NEPA) that provides a baseline for comparison with any other alternative), various
alternatives that NCDOT determined were not feasible or prudent, and one Build Alternative.
2.1 NO-BUILD ALTERNATIVE
As noted above, the No-Build Alternative was considered. The No-Build alternative would not
grade separate the CSXT and NS railroad lines, and thus would not improve safety for
pedestrians, vehicles and trains; would not improve the efficiency of freight trains and
existing/future passenger and high speed rail operations; and would not reduce air and noise
pollution. These issues would only further deteriorate as the Project study area continues to
grow in population, employment and traffic. The No-Build would hinder the Charlotte Area
Transit System's construction of the North Corridor commuter rail line on the NS O Line, since
the O Line and CSXT Line would continue to be at-grade. In addition, the proposed CATS North
Corridor Commuter Rail, the relocated Amtrak Station, and future increased service will add
more rail traffic to the Project study area. Thus, NCDOT determined that the No-Build would not
meet the Project purpose and need and eliminated it from consideration.
2.2 IDENTIFICATION OF THE BUILD ALTERNATIVE
2.2.1 Grade Separation Alternatives Considered
NCDOT Rail Division’s 2002 Feasibility Study for the Charlotte Multi-Modal Station and Area
Track Improvements7
identified the grade separation of the CSXT SF Line from the NS Mainline
at NS Milepost (MP) 377 as an important step towards the improvement of transportation
options in the Charlotte region. In the development of the 2002 Feasibility Study and
subsequent concept planning done by NCDOT, NS, and CATS, the following grade separation
alternatives were considered:
NS Mainline over CSXT SF Line – This alternative would require raising the NS Mainline over
the CSXT SF Line. The Study concluded that raising the NS Mainline above existing grade
was not feasible due to the elevated Brookshire Freeway (I-277) and North Graham Street
overhead bridge in the Project vicinity. Placing the NS Mainline above the existing grade
would require the railroad to clear not only the CSXT SF Line but also the elevated Brookshire
Freeway (I-277) and the North Graham Street overhead bridge. The raising of the NS tracks
would require the entire future Charlotte Gateway Station (building, tracks, platforms) to be
elevated, and therefore create operational changes and a major visual barrier for the Fourth
Ward Historic District and other areas of downtown Charlotte. These constraints make this
alternative cost prohibitive and, therefore, NCDOT eliminated it from further consideration.
CSXT SF Line over NS Mainline – This alternative would require raising the CSXT SF Line
over the NS Mainline. The Study concluded that raising the CSXT SF Line above the existing
grade was not feasible due to the elevated Brookshire Freeway (I-277) and North Graham
Street overhead bridge in the Project vicinity. Placing the CSXT SF Line above existing grade
would require the railroad to clear not only the NS Mainline but also the elevated Brookshire
Freeway (I-277) the North Graham Street overhead bridge, and would require reconstruction
7 See above at 3.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
8
of the historic CSXT bridge over North Tryon Street. These constraints make this alternative
cost prohibitive and, therefore, NCDOT eliminated it from further consideration.
NS Mainline under CSXT SF Line - Placing the NS Mainline below grade (in a trench or
tunnel) was evaluated in 2002 as a result of a request by the Friends of Fourth Ward
neighborhood association. The NS Mainline in this location is double-tracked and on a curved
alignment. These existing conditions result in a project footprint that impacts an established
historic neighborhood (Fourth Ward), nearby businesses that rely on rail service, and
Elmwood Cemetery. Placing the NS tracks below grade would also require adjusting the
profile of some local streets in downtown Charlotte, creating additional impacts to a large
segment of downtown Charlotte. The Study concluded that these constraints make this
alternative not feasible and cost prohibitive, therefore, NCDOT eliminated it from further
consideration.
Freight Railroad Bypass (Section 4(f) Avoidance Alternative) - Construction of a new railroad
completely bypassing the Project area was evaluated in 2002 as a result of a request by the
Friends of Fourth Ward neighborhood association. Under this alternative, the NS or CSXT
freight railroad would be rerouted away from downtown and would partially parallel the I-485
highway loop around Charlotte on a new alignment. While such an alternative would minimize
impacts to the Fourth Ward neighborhood and other historic resources in the Project study
area, the re-routed railroad would create excessive new noise, vibration, historic and
environmental impacts in new locations, would create excessive operating and maintenance
costs for the either CSXT or NS, would eliminate rail service to several existing businesses in
Charlotte, and would not be cost effective. Furthermore, a review of neighborhood
demographics indicated that this bypass alternative would have a proportionally high number
of impacts on low-income and minority neighborhoods when compared to the Build
Alternative. NCDOT determined that the bypass alternative did not meet the Project purpose
and need, and was not feasible or prudent, and thus removed it from further consideration.
CSXT SF Line under NS Mainline - This grade separation alternative would require placing
the CSXT SF Line under the NS Mainline. The 2002 Feasibility Study recommended this be
accomplished by constructing a linear trench under the NS Mainline. Impacts associated with
this alternative are reduced when compared to the other alternatives and the construction
costs are lower. Therefore, this alternative was considered to be feasible and cost effective.
Since this alternative satisfies the Project purpose and need, and is also considered to be
feasible and prudent, it has been selected as the Build Alternative for the Project.
2.2.2 CSXT Trench Alternatives Considered
In addition to the above grade separation alternatives, NCDOT evaluated two trench
alternatives to avoid and minimize impacts to historic resources in the Project area, as
described below:
CSXT Trench Shift North - This alternative would shift the proposed CSXT railroad trench
approximately 30 feet north of the existing CSXT track, along an alignment similar to the
temporary CSXT track proposed in the Build Alternative. This alternative would shift the
trench away from three identified historic resources adjacent to the CSXT railroad:
Elmwood/Pinewood Cemetery, the Seaboard Street Historic District, and the Soule Steel and
Iron Works. Under this trench shift alternative, the trench would pass between Brookshire
Freeway (I-277) bents 13 and 14, which are approximately 90 feet apart. The space between
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
9
bents 13 and 14 is not wide enough to accommodate a double-track trench, which is a design
requirement of the owning railroad (CSXT). Moreover, the narrow width between the bridge
bents in this area, would limit the radius of the curves, resulting in a lowered track speed, and
thus would not meet CSXT's design requirements for 35 mph rail operations. Finally, shifting
the trench would place major construction activity closer to the historic buildings at the
Southern Asbestos Company Mills (NC Music Factory), which in turn would increase the
vibration impacts to the buildings and possibly damage these buildings. This alternative would
not meet the Project purpose and need, specifically improving the operations of the CSXT
freight service, and would create additional impacts to the historic Southern Asbestos
Company Mills. The alternative would also result in additional construction, maintenance, or
operational costs compared to the Build Alternative. With these limitations, NCDOT
determined the alternative was not feasible and eliminated it from further consideration.
CSXT Tunnel - Under this alternative, the CSXT railroad would be placed in a tunnel under
the current CSXT railroad right-of-way, thus leaving all of the buildings in the Seaboard Street
Historic District in their current locations. Tunneling would require the new CSXT track to be
much deeper below grade to ensure that there would be adequate ground above the tunnel to
support the buildings in their current locations. To reach this lower elevation at the Seaboard
Street Historic District, the entire profile of the line between the CSXT railroad bridge over I-77
and the CSXT railroad bridge over North Tryon Street would need to be changed. These two
CSXT railroad bridges would need to be replaced, and the vertical clearance of the railroad
bridge over (I-77) would be reduced. Alternatively, the grade of the tunnel would have to be
increased, which would not meet CSXT operational requirements. Tunneling would also
require substantial changes to the bents supporting the Brookshire Freeway (I-277) viaduct,
possibly requiring complete reconstruction of the viaduct in this location. The tunnel
alternative would also require an extensive drainage system that pumps stormwater
accumulations. Finally, a tunnel would require an air ventilation system to ensure that the
diesel emissions from the train are removed from the tunnel. Both the drainage system and
the ventilation system would add considerable ongoing maintenance and operation cost. This
alternative would not meet the Project purpose and need, specifically improving the operations
of the CSXT freight service, and would create operational and potentially emergency response
safety issues for CSXT. The alternative would also result in additional construction,
maintenance, or operational costs of extraordinary magnitude. With these limitations, NCDOT
deemed the alternative was not feasible, and eliminated it from further consideration.
NCDOT also evaluated alternatives for relocating the ADM flour mill, which is located near the
existing CSXT/NS railroad intersection. Descriptions of these alternatives are in Chapter 5.0 -
4(f) Evaluation.
2.3 DESCRIPTION OF SELECTED BUILD ALTERNATIVE
The selected Build Alternative consists of the relocation of the CSXT SF Line into a trench to
grade-separate the intersection of the CSXT SF Line with the NS Mainline. The proposed
CSXT trench will be constructed on the existing CSXT horizontal alignment where feasible, but
the profile of the line will be revised as necessary to enable the CSXT SF Line to pass under the
NS Mainline.
The NS Mainline will remain in its current position and will span the CSXT trench by means of a
new three-track bridge. A temporary mainline will be constructed for the CSXT SF Line in order
to facilitate construction of the CSXT trench and the new NS Mainline bridge over the trench.
The proposed NS modifications are discussed later.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
10
Conceptual plan sheets depicting the Build Alternative can be found in Appendix B.
2.3.1 Temporary CSXT SF Line
A temporary CSXT single-track mainline will be necessary to facilitate construction of the
proposed trench. The proposed temporary CSXT SF Line will run parallel to the north side of
the existing alignment for the following reasons:
1. To provide sufficient working space for construction of the trench.
2. To minimize impacts on the ADM flour mill facility to the south.
3. To avoid impacts to the historic Elmwood/Pinewood Cemetery to the south.
4. To provide adequate clearance between the centerline of the track and the piers that
support the overhead Brookshire Freeway (I-277).
The east end of the temporary CSXT SF Line will tie into the existing CSXT SF Line west of
North Church Street at approximately MP SF 330.2. The west end of the temporary CSXT SF
Line will tie into the existing CSXT SF-Line just east of Hamilton Street at approximately MP SF
331.1. The profile of the temporary CSXT SF Line will follow the profile of the existing ground
and will be designed to approximate the existing mainline profile. Maximum authorized
operating speed over the temporary CSXT SF Line will be 10 mph.
The temporary CSXT SF Line will cross the existing double-track NS mainline at a temporary at-grade
intersection just east of the overhead Brookshire Freeway (I-277) at MP SF 330.6. This
rail/rail at-grade intersection will consist of two temporary diamond crossings. All tracks
approaching this temporary crossing will be interlocked to prevent conflicts at the crossing,
similar to the existing condition. NS will continue to remotely control the temporary interlocking.
It may be possible to use the existing signal/train control equipment at the NS Control Point
(CP) Graham for controlling the temporary interlocking.
The following modifications will be undertaken prior to construction of the temporary
CSXT SF Line:
1. Existing overhead and underground utilities will be relocated or modified.
2. The temporary CSXT SF Line will pass between Bent No. 13 and Bent No. 14 of the
Brookshire Freeway (I-277) overhead bridge. These bents will require modifications to
accommodate the railroad loads and may require crash walls.
3. NC Music Factory Boulevard between the Brookshire Freeway (I-277) and Hamilton
Street will be partially occupied by the temporary CSXT SF Line. As such, NC Music
Factory Boulevard will be shifted north to allow a 4-lane roadway to be maintained from
North Graham Street to Maxwell Court.
4. The Project will extend Maxwell Court northwest through the City's maintenance garage
property and connect to Hamilton Street opposite the driveway accessing the surface
parking for the NC Music Factory. Per a three-party interlocal agreement, NCDOT will
participate in this street extension with the City of Charlotte and Mecklenburg County.
The street will allow event traffic and emergency responders to more easily access the
NC Music Factory while NC Music Factory Boulevard is reduced in capacity during
project construction.
Up to three temporary roadway/rail at-grade crossings will be constructed on the temporary
CSXT SF Line to replace existing roadway/rail at-grade crossings. These roadway/rail at-grade
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
11
crossings include the ADM access drive (private) and Giant Cement (private drive) as well as
Johnson Street (public).
2.3.2 Modifications Prior to Trench Construction
Modifications to various existing utilities and facilities will be necessary prior to constructing the
CSXT trench. Most notable are the potential conflicts between the proposed CSXT trench, the
proposed 3-track NS Mainline bridge over the trench and the piers supporting the overhead
Brookshire Freeway (I-277). NCDOT anticipates that considerable modifications may be
required to the Brookshire Freeway (I-277) substructure in the area of Bent No. 14 and Bent No.
15,including underpinning or grouting of the foundations.
The ADM flour mill located south of NC Music Factory Boulevard will be modified on-site to
allow the mill to operate during Project construction. On-site changes will include temporary
relocation of the flour loading area, construction of a new wheat unloading (truck and rail) shed,
new storage tracks, and relocation of some parking. A two-story brick portion of the ADM mill
closest to the CSXT track will be demolished to facilitate construction of the trench. More
details on the changes to the ADM mill and construction of new ADM siding tracks are
described in section 2.3.4 below.
The buildings bounded by the CSXT track, Johnson Street, West Ninth Street and the NS O
Line will be demolished. The structures within the CSXT railroad right-of-way will be
demolished to construct the trench, while the remaining buildings on this site will be demolished
to accommodate the temporary flour load-out area for ADM, and to accommodate construction
traffic and allow for a contractor lay down/staging area.
The roadway/rail at-grade crossing at North Church Street will be permanently closed,
modifications will be made to North Church Street to allow truck access to businesses on the
south side of the closed roadway/rail at-grade crossing, and Wadsworth Place will be extended
between North Tryon Street and North Church Street to provide truck access to businesses on
the north side of the closed roadway/rail at-grade crossing.8
The schedule for constructing the
Wadsworth Place street extension may overlap with construction of the CSXT trench.
2.3.3 Bridges over the CSXT Trench
The following bridges will be constructed over the CSXT trench during trench construction:
1. A railroad bridge will be constructed over the trench at CSXT MP SF 330.6. The bridge
will support the new NS access track to serve ADM, will allow freight movements
between NS and ADM, and will connect the CSXT "Engine" track on the north side of the
trench with ADM.
2. A three-track railroad bridge will support the NS mainline tracks over the new trench.
This bridge will be constructed off site and rolled into place during multiple short duration
track outages. The substructure for the bridge will be built in place during multiple short
duration track outages.
3. The roadway/rail at-grade crossing at Johnson Street will be permanently closed. The
existing West Ninth Street roadway/rail at-grade crossing with NS was closed by the City
of Charlotte in June 2009. These streets will remain closed to facilitate trench
8 The closure of North Church Street was a separate NCDOT project (Y-4810G), which has now been
incorporated into the Mainline Grade Separation Project (P-5002).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
12
construction. As part of this Project, a pedestrian and bicycle bridge will be constructed
to replace the existing roadway/rail at-grade crossing at Johnson Street to provide
pedestrian access between the Elmwood/Pinewood Cemetery and NC Music Factory
Boulevard. Driveways and roadways will be temporarily maintained adjacent to the
construction on extant ground until the trench and bridges are in place.
4. The Project will include construction of a railroad bridge over the trench to provide for the
NS O Line (currently not in service). Because CATS is investigating re-activating this
line for commuter rail service, this railroad structure will be designed to accommodate
both freight and passenger operations. The Project may construct the foundations for
this bridge only, with the superstructure being constructed in the future when needed by
CATS.
5. The Project will include construction of a roadway bridge over the trench to the
Seaboard Street LLC site (715 and 721 NC Music Factory Boulevard) to avoid
landlocking this parcel, to accommodate the temporary ADM flour load-out facility, and to
allow construction traffic access to the contractor lay down/staging area. This bridge will
replace two existing at-grade crossings in this area: Johnson Street (public) and Giant
Cement (private).
2.3.4 Temporary Relocation of ADM Mill Operations and Construction of ADM siding
tracks
Concurrent with construction of the trench, modifications to the ADM flour mill, currently located
off of NC Music Factory Boulevard, will be undertaken to keep the ADM mill in operation during
and after construction of the CSXT railroad trench.
Temporary ADM Flour Load-Out Facility
To maintain truck access during the construction of the CSXT trench, the ADM flour loading
area will be temporarily moved. Currently the flour loading facility is located on the northeast
side of the ADM mill, adjacent to the CSXT tracks. This load-out facility will be inaccessible for
periods during construction of the trench. The temporary flour loading facility will be relocated to
the parcels at 715 and 721 NC Music Factory Boulevard, west of the ADM mill. The site is
currently occupied by buildings that will be demolished to construct the trench. Trucks will enter
the new flour loading area via NC Music Factory Boulevard. The temporary loading facility will
also include a new elevated conveyance system to move flour from the mill building over the NS
O Line tracks and to the trucks. The new loading area will also have surface parking for trucks.
In order to comply with air quality regulations, the new flour loading facility will require a building
large enough to completely enclose a large truck with an air filtration system to prevent flour
dust from escaping into the environment. Construction of this flour loading facility and the
associated truck circulation and parking areas will require demolition of a portion of the buildings
at 715 and 721 NC Music Factory Boulevard. Once the Project completes construction of the
trench adjacent to the ADM mill, the ADM will return to using their current truck flour load-out
facility. The changes to the ADM mill facility will require the Project to demolish portions of the
Seaboard Street Historic District. More detail on the alternatives considered for ADM and their
impacts on historic resources can be found in Chapter 3.0 - Affected Environment &
Environmental Consequences (see 3.3.6 Cultural Resources) and in Chapter 5.0 - Section 4(f)
Evaluation.
It should be noted that earlier design plans for the Build Alternative considered relocating the
entire ADM mill to the east side of the NS tracks, with all vehicular traffic accessing the new mill
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
13
via North Smith Street. Under this alternative, the existing historic mill would be abandoned and
likely demolished. However, this relocated mill option was determined to be not feasible due to
possible noise impacts to residences and due to impacts to historic resources, specifically the
Fourth Ward Historic District and the Interstate Mill complex (now ADM). More detail on the
alternatives considered for ADM and their impacts on historic resources can be found in
Chapter 3.0 - Affected Environment & Environmental Consequences (see 3.3.6 Cultural
Resources) and in Chapter 5.0 - Section 4(f) Evaluation.
Replacement of CSXT Tryon Yard Tracks, New ADM Siding Track Configuration and
Track Operations
The Project will also require construction of new siding tracks to replace existing storage tracks
in the Project area. These new siding tracks will replace CSXT's Tryon Yard storage tracks
which were eliminated due to the construction of the trench, and increase the number the ADM
grain rail cars that can be stored in the area. The new siding tracks will consist of the following
components:
1. ADM/CSXT East Tracks - Two tracks (approximately 2,850 feet in length) will be
constructed southeast of the existing CSXT Mainline and proposed trench, from
approximately the CSXT/NS North Graham Street overhead bridge to the west to 100
feet west of the existing CSXT roadway/rail at-grade crossing at Brevard Street. The
tracks will then connect to a single track near the CSXT/NS North Graham Street
overhead bridge. The two new storage tracks will accommodate approximately 90
freight cars, AND will replace the existing CSXT Tryon Yard tracks.
2. ADM Single Track/Grain Unloading Shed - The single track into the ADM facility will be
approximately 800 feet long and connect the ADM/CSXT east tracks (described above)
and ADM west tracks (described below). The new grain shed will be located east of the
NS mainline tracks and northeast of the existing ADM grain unloading shed. ADM will
pull the full grain cars from the ADM east tracks through the grain unloading shed and
then store the empty rail cars along the ADM west tracks (described below). This new
ADM single track and grain unloading shed will replace the existing ADM grain unloading
shed and tracks.
3. ADM West Tracks - This consists of three tracks east of the NS Mainline tracks, south of
West Tenth Street. These tracks replace the existing two ADM siding tracks in this area
that connect to the NS Mainline south of West Ninth Street. The total available storage
will be approximately 2,870 linear feet of track.
4. NS Access Track - A single interchange track will be constructed from approximately the
Brookshire Freeway (I-277) viaduct to the North Graham Street overhead bridge which
will allow connections between NS and ADM.
5. Engine Track - A single track will be constructed on the north side of the CSXT trench
from approximately the Brookshire Freeway (I-277) viaduct to the North Tryon Street
bridge. This track will allow the CSXT engine to exit the ADM facilities around the stored
grain cars. Given that this track will occupy part of right-of-way used for the CSXT
temporary track, this connection will not be in place prior to trench construction.
These new tracks will not only replace ADM and CSXT storage tracks eliminated by the Project,
but will also improve existing and future rail operations in the Project area. The current CSXT
SF Line passes through the middle of the CSXT Tryon Yard, creating major conflicts between
CSXT mainline trains and CSXT local switcher and grain car set offs for ADM. The current
constructed nature of the CSXT Tryon Yard tracks and the ADM siding also creates traffic flow
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
14
problems for NS/CSXT interchange traffic that passes through the CSXT Tryon Yard; NS/CSXT
interchange traffic cannot operate while CSXT is setting out grain cars for ADM. The new
ADM/CSXT east tracks will be southeast of the realigned CSXT SF Line and CSXT trench,
reducing freight operating conflicts. South of West Ninth Street, the existing ADM storage
tracks tie into the NS siding east of the two NS mainlines, and conflict with NS's plans to
upgrade the siding to a third Mainline track and with the proposed passenger rail tracks planned
for the Charlotte Gateway Station. The new ADM west tracks will be completely separated from
the NS Mainline tracks and future passenger rail tracks in this area. Finally, under this track
plan, the number of grain cars that can be processed by ADM will increase from 6 to 12 rail cars
three to four times per week, equating to 90 rail cars every once or twice a week. Concept
plans for these new ADM siding tracks are in Appendix B.
2.3.5 Trench Construction
The proposed design includes a trench that will be approximately 3,400 feet in length. The
eastern end of the proposed CSXT trench will be west of North Church Street at approximately
MP SF 330.3. The western end of the proposed trench will be east of Hamilton Avenue at
approximately MP SF 330.9.
The trench will be designed for a single track with an access roadway. The design will allow for
CSXT to remove the single track and access roadway and construct a new double-track railroad
at their own expense in the future, if so desired by CSX. The trench will accommodate double-stack
container cars conforming to the Association of American Railroads, Mechanical Division,
Plate H Equipment Diagram. On level, tangent track Plate H will accommodate a rail car not
exceeding 20’ - 2” in height (measured above top of rail) and not exceeding 10’ - 8” in width (5’ -
4” from centerline of track). The trench will be designed to provide a minimum of 23’-0” of
vertical clearance between top of rail and bottom of the proposed NS Mainline bridge over the
trench.
The single track railroad will be designed for a maximum operating speed of 35 MPH. If, in the
future, CSXT replaces the single track with a double track, the maximum operating speed would
be 10 MPH.
Moving east to west, the conceptual design provides a descending grade of 1.25% at the east
end of the trench. An ascending grade of 1.07% is provided at the west end of the trench.
These conceptual grades are less than the current ruling grade of 1.30% that is found on the
Charlotte Sub-Division and considerably lower than the maximum grade of 1.55% found at MP
SF 391.0. The conceptual design places the low point of the CSXT trench at MP SF 330.7 and
top of rail Elev. 703.13.
Estimated maximum height of the trench is 26 feet above top of floor. The width of the trench at
top of floor is 33 feet and varies. The centerline of the single track will be offset from the
centerline of the trench to allow for the future double-track and in order to provide a 10-foot wide
area for track maintenance and railroad personnel and operation of track maintenance
equipment.
Security fencing will be provided along the top of both sidewalls over the entire length of the
trench. Safety niches and emergency exit stairways will be provided in the trench as required
by CSXT.
The CSXT trench will include an invert and gravity storm drain system to handle runoff from
storm events. The drainage will be carried in a new pipe system running along the CSXT
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
15
railroad right-of-way to Irwin Creek by I-77. A portion of the trench falls in the Sugar Creek
watershed and will be diverted to Irwin Creek. An equivalent area of the Irwin Creek watershed
will be diverted to Sugar Creek.
The trench construction will also divide several current stormwater routes, including surface flow
and pipe systems. The surface flow will be diverted by the construction of drainage swales and
pipe systems along the top edges of the trench. The stormwater will be diverted along a new
system to the same stream as it currently flows to either Irwin Creek or Sugar Creek.
2.3.6 NS Track Layout
Existing NS No. 1 Track and NS No. 2 Track (and a future NS No. 3 Track) intersect the single-track
CSXT SF-Line at-grade beneath the Brookshire Freeway (I-277) overhead bridge. This
rail/rail at-grade intersection consists of two crossing diamonds. All tracks approaching this at-grade
intersection are currently interlocked to prevent conflicts in the at-grade intersection. NS
designates the interlocking as Control Point (CP) “Graham.” NS remotely controls the
interlocking signals that govern entrance into CP Graham.
Construction for the CSXT SF Line grade separation will require constructing an NS Mainline
bridge over the trench. The NS tracks will be supported over the new trench by a three-track
railroad bridge. This bridge will be constructed off site and rolled into place during multiple short
duration track outages. The substructure for the bridge will be built in place during multiple short
duration track outages.
The proposed final horizontal alignment of both NS No. 1 and NS No. 2 Tracks between West
Liddell Street and West Trade Street will not appreciably change from their current location.
Furthermore, at completion of the project, curvature and superelevation of the three new main
tracks across the new NS bridge over the CSXT trench will be similar to current curvature and
superelevation. The proposed final vertical alignment of both NS No. 1 and NS No. 2 Tracks
will not appreciably change from current profiles.
Currently, maximum allowable speeds over both NS No. 1 Track and NS No. 2 Track are 35
mph for passenger, rail highway (intermodal and roadrailer) and freight north of North Graham
Street, and 30 mph for passenger, rail highway and freight through the compound curve
between North Graham Street and West Eighth Street. A permanent speed restriction of 30
mph has been placed over the crossing diamonds at the at-grade intersection. These speeds
increase to 79 mph for passenger, 60 mph for rail highway and 50 mph for freight south of West
Eighth Street. The NS Mainline alignment will be unchanged between North Graham Street and
West Eighth Street. The speeds will continue to be restricted to a maximum allowable speed of
30 mph for freight traffic and 40 mph for passenger traffic due to the continued geometric
constraints of the existing compound curve.
NS has requested that the project provide for a third mainline track through the entire project
site. This third mainline will be a shared freight/passenger track. The two existing sidings
adjacent to the east side of NS No. 1 Main will be upgraded to serve as a third main track. The
northern siding currently originates in NS’s Charlotte Yard and proceeds southward, joining NS
No. 1 Track just north of the crossing diamonds at the at-grade intersection. This northern
siding currently serves as a lead track to NS’s Charlotte Yard. The southern siding currently
begins just south of the crossing diamonds at the at-grade intersection and proceeds
southward, joining NS No.1 south of the Brookshire Freeway (I-277). This southern siding
currently serves as a lead track to various industries and team tracks. Following completion of
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
16
the new NS Mainline bridge over the CSXT trench, both the northern and southern sidings will
be upgraded and connected to form a third mainline track.
2.3.7 CSXT/NS Interchange Track
At approximately CSXT SF MP 330.2, a single interchange track will be constructed connecting
the CSXT SF Line with the NS interchange yard. This new interchange track replaces the
existing two track interchange between NS and CSXT at this location.
2.3.8 Capital Costs
Conceptual construction costs were developed for the Build Alternative, as shown below.
Cost
Track Structures & Track $74,476,472
Sitework, Right-of-Way, Land, Existing Improvements $13,867,627
Communications & Signaling $8,252,912
Professional Services & Other Support Costs $17,387,462
Unallocated Contingency $14,489,552
Total $128,474,025
Source: Engineer's Opinion of Probable Cost- 25% Submission, Dual Track Option, Prepared by Gannett Fleming
November 15, 2011
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
17
CHAPTER 3.0 - AFFECTED ENVIRONMENT & ENVIRONMENTAL CONSEQUENCES
3.1 PHYSICAL ENVIRONMENT
3.1.1 Air Quality
The No-Build Alternative would have no
impact on regional air quality. However, the
proposed Build Alternatives is not exempt
from General Conformity review based on
the list of exempt actions in 40 CFR
93.153(c) and (d). Therefore, an
Applicability Analysis, as part of the General
Conformity (40 CFR 51 Subpart W and 40
CFR 93 Subpart B) requirements, was
completed for the CSXT NS Mainline Grade
Separation Project.
The proposed Project is located in
Mecklenburg County, North Carolina, which
the Environmental Protection Agency (EPA)
has designated as an 8-hour nonattainment
area for ozone (moderate classification). The
area is also designated as a maintenance area for Carbon Monoxide (CO). The Project will
result in the emission of ozone precursors, Volatile Organic Compounds (VOC), and Nitrous
Oxide (NOx), as well as CO. Under the General Conformity requirements, an action is
regionally significant if the total direct and indirect emissions of an individual pollutant amount to
10% or more of a nonattainment or maintenance area’s emissions of that pollutant. Following
discussions with North Carolina Department of Environment and Natural Resources (NCDENR)
personnel, the NCDENR determined that any project in the Charlotte area that is below
threshold (less than 100 tons per year) will also be less than the 10% significance level.
To determine the impacts of the Build Alternative on regional air quality, estimates of VOC,
NOx, and CO emissions from the Project construction were completed using equipment and
vehicle emission rate spreadsheets based on NONROAD (non-road equipment) and MOVES
(Motor Vehicle Emission Simulator) emission models provided by the EPA and NCDENR. The
results of the Applicability Analysis showed the expected emissions for the Build Alternative to
be below the 100 tons per year applicability threshold and thus also regionally insignificant for
each pollutant evaluated. A copy of the Record for Non-Applicability (RONA) developed for the
Project was forwarded to NCDENR on November 16, 2009 for review. Revised versions of the
CSXT/NS Mainline Grade Separation Project RONA were subsequently submitted to NCDENR
to reflect changes in the Project scope.
Following a review of the August 2012 revised RONA, NCDENR concluded that the Project is
not considered to be significant for the purposes of conformity (40 CFR 51.853(i), NCAC
2D.1603(D)) and that the Project complies with the Federal and State general conformity rules.
A copy of the RONA approval letter received from NCDENR is included in Appendix C.
Based upon the NCDENR's approval of the RONA, the Build Alternative will have no significant
impact on regional air quality.
The General Air Conformity requirements
included in the Code of Federal Regulations,
40 CFR 51 Subpart W and 40 CFR 93
Subpart B, apply to all “Federal actions” that
take place in a nonattainment or maintenance
area for a criteria poluutant, except Federal
Highway and Transit actions to which the
transportation conformity requirements apply.
Projects funded by Federal Highway
Administration (FHWA)/Federal Transit
Administration (FTA) need to follow 40 CFR
51 Subpart T. The Project is primarily funded
by the Federal Railroad Administration (FRA),
thus it falls under the General Conformity
rules.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
18
3.1.2 Noise & Vibration
Noise – Following a review of Project aerial mapping and a Project site visit NCDOT determined
that noise sensitive areas and/or receivers of interest are present. A Screening and General
Noise Assessment was conducted in accordance with methodologies contained in the Federal
Transit Administration’s (FTA) Transit Noise and Vibration Impact Assessment Manual, dated
May 2006 (FTA, 2006). The FRA relies upon the FTA noise and vibration impact assessment
procedures. Therefore, the Screening and General Noise Assessment utilized the
methodology, procedures and guidelines outlined in the FTA manual.
The No-Build Alternative would have no impact on noise within the Project study area.
The results of the Screening and General Noise Assessment showed that under the Build
Alternative, total exposure noise levels will be reduced within the Project corridor due to
elimination of four of the roadway/rail at-grade crossings, and subsequent elimination of horn
noise at these crossings. In addition, the future impact distance will be considerably decreased
and no additional severe or moderate noise impacts will result from the Project.
The analysis also considered the freight rail activity from new CSXT/ADM siding tracks to be
constructed as part of the Project. These rail activities also will not create noise levels that will
exceed FTA thresholds.
The projected traffic to be diverted from NC Music Factory Boulevard and re-routed to the
proposed Maxwell Court Extension will not produce noticeable noise impacts in the area.
A copy of the Screening and General Noise Assessment report is included in Appendix C.
Vibration – A Screening and General Vibration Assessment was completed for the CSXT/NS
Mainline Grade Separation and proposed roadway/rail at-grade crossing closures. This
assessment was conducted in accordance with methodologies contained in the FTA Transit
Noise and Vibration Impact Assessment Manual, dated May 2006 (FTA, 2006). The FRA relies
upon the FTA noise and vibration impact assessment procedures, and thus this study utilized
the methodology, procedures and guidelines outlined in the FTA manual.
The No-Build Alternative would have no vibration impacts within the Project study area.
For the Build Alternative, there are currently three residential buildings located approximately
100 feet from the Project. This distance is at the borderline for where the residential vibration
impact criteria apply. The FTA Transit Noise and Vibration Impact Assessment manual states
that "track in a cut may reduce vibration levels slightly." Trenches have been employed as a
vibration barrier technique that disrupts propagating body and surface waves resulting in as
much as a 50% reduction of vertical motion.9
9 “Reduction of Train Induced Building Vibration by Using Open and Filled Trenches”. Adam M., Estorff
O., Computers and Structures 83 (2005) 11-24.
This cut through design more closely resembles a
trench application and will result in lower surface amplitudes than an at-grade application.
Therefore, total vibration levels will likely not increase within the Project corridor due to vibration
energy dissipation in the trench section of the Project, According to FTA guidelines, these
buildings will not receive additional impacts from future vibration levels under the Project Build
Alternative.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
19
The assessment also analyzed construction vibration impacts to structures closest to the
temporary CSXT track and the proposed trench, specifically the Silverhammer Studios on
Hamilton Street, the NC Music Factory buildings, and the ADM mill. The assessment
determined that some construction equipment may cause vibrations above FTA thresholds that
could potentially cause damage to those buildings.
To mitigate possible construction vibration impacts, NCDOT will require the contractor to use
equipment that will produce vibrations below FTA thresholds for older buildings. Because the
ADM mill is within 20 feet of the proposed trench, NCDOT will also conduct additional structural
investigations to determine more precisely the construction techniques and equipment to be
used in this location.
A copy of the Screening and General Vibration Assessment report is included in Appendix C.
3.1.3 Water Quality
All surface waters in North Carolina are assigned a primary classification by the NCDENR
Division of Water Quality (DWQ). According to NCDENR DWQ, all waters, at a minimum, must
meet the standards for Class C (fishable / swimmable) waters. Class C waters are protected for
uses such as secondary recreation, fishing, wildlife, fish consumption, aquatic life including
propagation, survival and maintenance of biological integrity, and agriculture. Secondary
recreation includes wading, boating, and other uses involving human body contact with water
where such activities take place in an infrequent, unorganized, or incidental manner. The other
primary classifications provide additional levels of protection for primary water contact recreation
(Class B) and drinking water (Water Supply Classes I through V) (NCDENR, 2009).
In October 1996, the Mecklenburg County Board
of County Commissioners adopted the County’s
first “Creek Use Policy” which called for all
Mecklenburg County surface waters to be
“suitable for prolonged human contact and
recreational opportunities and supportive of
varied species of aquatic life.”10
This initiative
aimed at protecting cleaner creeks and restoring
those waterways with poorer water quality. Working with City and County officials, the Board
developed a comprehensive strategy and approach for achieving the goals outlined in the
policy. Entitled Surface Water Improvement & Management (SWIM), this program focuses on
addressing water quality concerns through the prioritization of creek basins, improving or
restoring water quality in special interest watersheds, and applying watershed-based
management tools to the remaining waters throughout the County. A key component of the
SWIM program was the establishment of vegetative steam buffers through the adoption of
ordinances that limit development and activity within riparian corridors.
There are no navigable waters, as defined by the U.S. Army Corps of Engineers (USACE),
located within the Project area. However, a secondary literature search showed that there is
10 Mecklenburg County Surface Water Improvement & Management program,
http://www.charmeck.org/stormwater/regulations/Documents/SWIM%20Ordinance%20Documents/Count
ySWIMInitiative.pdf
In 1996, the Mecklenburg County Board
of County Commissioners implemented
the Surface Water Improvement &
Management (SWIM) program to protect
and restore surface water resources
throughout Mecklenburg County.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
20
one intermittent stream located within the Project study area. The presence of this intermittent
stream was confirmed during a site visit. In addition, two Class C streams, as defined by
NCDENR DWQ, are located just beyond the eastern and western limits of the Project area.
These streams are Little Sugar Creek (NC Stream Index Number 11-137-8) to the east and
Irwin Creek (NC Stream Index Number 11-137-1) to the west. The locations of these streams
are depicted in Figure 4 (Appendix A).
As depicted in Figure 4 (Appendix A), a 35-foot post construction SWIM buffer is located within
the Project study area. This buffer is associated with the existing railroad ditch located along
the southern side of the existing CSXT rail line.
The No-Build Alternative would not cause a change in the Class C classification designated by
NCDENR DWQ, nor will it encroach upon the Mecklenburg County 35-foot post-construction
SWIM buffer.
The Build Alternative will not permanently impact water quality and will not cause a change in
the Class C classification designated by NCDENR DWQ. The Build Alternative will encroach
upon a 35-foot post-construction SWIM buffer as designated by Mecklenburg County.
Stormwater runoff in the area of the trench will be captured and conveyed to Irwin Creek via a
new storm water outfall that will connect to Irwin Creek downstream of the existing drainage
area outfall. Additionally, construction of the Maxwell Court Extension will result in
encroachment upon a 35-foot post-construction SWIM buffer associated with an intermittent
tributary to Irwin Creek. The locations of the designated SWIM buffers are identified in Figure 4
(Appendix A).
Temporary impacts associated with construction stormwater and sedimentation may occur as
part of construction activities. These impacts will cease soon after construction is complete.
To mitigate impacts to water quality, NCDOT will undertake sediment and erosion control BMPs
in accordance with NCDENR DWQ's Design Standards in Sensitive Watersheds11
to reduce the
potential for nutrient runoff into Little Sugar Creek and Irwin Creek. Furthermore, NCDOT will
incorporate BMPs for the treatment of the stormwater runoff as defined in the most recent
version of the NCDENR DWQ's Stormwater Best Management Practices.
3.1.4 Water Bodies & Waterways
There are no navigable waters, as defined by the U.S. Army Corps of Engineers (USACE),
located within the Project area. However, a secondary literature search showed that there is
one intermittent stream located within the Project study area. The presence of this intermittent
stream was confirmed during a site visit. In addition, two Class C streams, as defined by
NCDENR DWQ, are located just beyond the eastern and western limits of the Project area.
These streams are Little Sugar Creek (NC Stream Index Number 11-137-8) to the east and
Irwin Creek (NC Stream Index Number 11-137-1) to the west. The locations of these streams
are depicted in Figure 4 (Appendix A).
According to NCDENR DWQ, Little Sugar Creek is a Class C, 303(d) Waters of the State. This
11 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20-
%20environment%20and%20natural%20resources/chapter%2004%20-
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
21
stream is included on the 303(d) list because of an impaired aquatic life use due to fecal
coliform and impaired biological integrity. Irwin Creek is also a Class C stream that is included
on the 303(d) list due to impaired aquatic use resulting from turbidity, fecal coliform, and
impaired biological integrity. A copy of the agency coordination letter received from NCDENR
DWQ, dated June 17, 2009, is included in Appendix D.
The No-Build Alternative would have no impact on water bodies or waterways, specifically Little
Sugar Creek and Irwin Creek.
As a result of Maxwell Court Extension, the Build Alternative will permanently impact or require
alteration to an existing intermittent tributary to Irwin Creek. Based upon preliminary design, the
amount of open stream will be increased from 273 to 485 linear feet, while the portion of the
stream in a culvert in this area will be reduce from 464 to 279 linear feet. Overall, the Project
will increase the total linear feet of the tributary that is open and not piped or in a culvert. The
exact changes will be determined during the final design phase of the Project.
Temporary impacts associated with construction stormwater and sedimentation may also occur
as part of construction activities. These impacts will cease soon after construction is complete.
To mitigate impacts to waterways, NCDOT will undertake sediment and erosion control BMPs in
accordance with NCDENR DWQ's Design Standards in Sensitive Watersheds12
to reduce the
potential for nutrient runoff into Little Sugar Creek and Irwin Creek. Furthermore, NCDOT will
incorporate BMPs for the treatment of the stormwater runoff as defined in the most recent
version of the NCDENR DWQ's Stormwater Best Management Practices.
3.1.5 Floodplains
A review of the Federal Emergency
Management Agency (FEMA) floodplain
mapping was completed to determine if the
Project is located within a FEMA designated
100-year floodplain. The review identified the
100-year floodplain limits for both Little Sugar
Creek and Irwin Creek. The 100-year floodplain
limits for each waterway are depicted in Figure 4
(Appendix A). While the floodplain limits for
Little Sugar Creek are located outside of the
Project study area, the 100-year floodplain limits
for Irwin Creek are located along the
westernmost edge of the Project study area.
The No-Build Alternative would not impact the 100-year floodplains of Little Sugar Creek or Irwin
Creek.
Conveyance of stormwater to Irwin Creek will require the construction of a new stormwater
outfall located within Irwin Creek’s 100-year floodplain. However, construction of this outfall as
12 15A NCAC 04B .0124 Design Standards In Sensitive Watersheds,
http://ncrules.state.nc.us/ncac/title%2015a%20-
%20environment%20and%20natural%20resources/chapter%2004%20-
%20sedimentation%20control/subchapter%20b/15a%20ncac%2004b%20.0124.pdf
Federal protection of floodplains is outlined
in Executive Order 11988, “Floodplain
Management” and by the implementation
of federal regulations under 44 CFR 9.00.
Under these regulations, Federal agencies
are directed to avoid impacts to floodplain
areas by structures build in flood-prone
areas. The Federal Emergency
Management Agency (FEMA) has primary
responsibility for identifying flood-prone
areas.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
22
part of the Build Alternative is not expected to permanently impact the existing 100-year flood
elevations for Irwin Creek.
3.1.6 Wetlands
A secondary literature search
using National Wetland Inventory
(NWI) mapping was completed
for this Project. The NWI map
review provided no evidence of
wetlands within the Project study
area. The absence of wetland
habitat was confirmed during a
Project area site visit conducted
by qualified field personnel in
July 2009. Therefore, neither the
Build nor the No-Build Alternative
will impact wetlands.
3.1.7 Coastal Zones
The State of North Carolina participates in the National Coastal Zone Management Program.
North Carolina’s coastal zone includes the 20 counties that in whole or in part are adjacent to,
adjoining, intersected by or bounded by the Atlantic Ocean or a coastal sound(s) (U.S.
Department of Commerce, 2009). This Project is located in Mecklenburg County, which is not
one of North Carolina’s 20 coastal zone counties. Therefore, neither the Build Alternative nor
the No-Build Alternative will impact coastal zones, and the Project does not need to comply with
North Carolina's coastal zone management plan.
3.1.8 Farmland
As part of the Agriculture and Food Act of 1981
(Public Law 97-98), the Farmland Protection
Policy Act (FPPA) was introduced to “minimize
the impact Federal programs have on the
unnecessary and irreversible conversion of
farmland to non-agricultural uses”. The FPPA
assures that Federal programs are
administered in concert with state, local governmental, and private programs aimed at
protecting farmland.
Early coordination with the U.S. Department of Agriculture Natural Resource Conservation
Service (NRCS) was completed. In a letter dated May 29, 2009, it was noted that NRCS did not
have any comments or concerns on the Project. A copy of the NRCS agency response letter
can be found in Appendix D.
This Project is located in the city of Charlotte, North Carolina. The areas adjacent to the Project
area are developed and urban in nature. No land exhibiting the criteria of farmland, as defined
by the FPPA, is present within or adjacent to the Project area. Therefore, neither the Build
Alternative nor the No-Build Alternative will impact farmland.
Executive Order 11990, “Protection of Wetlands,”
requires federal agencies to avoid, to the extent
practicable, short and long-term impacts associated with
the destruction or modification of wetlands. It directs
federal agencies to avoid new construction in wetlands
unless there is no practical alternative. Where impacts to
wetlands are determined to be unavoidable, impacts to
wetlands must be minimized to the greatest extent
possible. Section 404 of the Clean Water Act (CWA)
provides protection to Waters of the United States and
wetlands. North Carolina’s Section 404 program is
administered and enforced by the USACE.
Farmland, as defined by the FPPA,
includes areas designated as prime
farmland, unique farmland, and land of
statewide or local importance (Natural
Resources Conservation Service, 2009).
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CSXT/NS Mainline Grade Separation Project
23
3.2 BIOLOGICAL ENVIRONMENT
3.2.1 Ecologically Sensitive Areas
Coordination with the North Carolina
Natural Heritage Program (NCNHP)
was completed for the Project. In a
letter dated June 5, 2009, the Natural
Heritage Program stated that no
significant natural communities,
significant natural heritage areas, or
conservation/managed areas are
located at the Project site or within
one mile of the Project site. A copy of
the June 5, 2009 letter from NCNHP is
included in Appendix D. A site visit
completed in July 2009 confirmed the
lack of significant “natural areas” at
the Project area. Therefore, neither
the Build Alternative nor the No-Build Alternative will impact ecologically sensitive areas, wildlife
habitat, or designated critical habitat areas.
3.2.2 Threatened & Endangered Species
According to the NCNHP, there
are no known records of rare
animal species at or within one (1)
mile of the proposed Project site.
The NCNHP did, however, identify
two records of rare plants located
about 0.2 miles east of the Project.
NCNHP presumes that rare plants
are no longer present in the area
due to the “heavily developed
nature of the area”. A letter dated
June 5, 2009 that summarizes the
NCNHP’s review and findings can
be found in Appendix D.
According to an August 11, 2009
email received from USFWS,
records indicate occurrences of
the federally endangered
Schweinitz’s sunflower (Helianthus schweinitzii), smooth coneflower (Echinacea laevigata), and
Michaux's sumac (Rhus michauxii), and the candidate for federal listing Georgia aster
(Symphyotrichum georgianum) within Mecklenburg County. All of these species grow in open
areas that are often disturbed. As part of their response, the USFWS requested that the
presence or absence of these species be addressed by conducting habitat assessments and
completing a survey of any suitable habitat within the Project study area. A copy of the email
received from USFWS is included in Appendix D.
The North Carolina Natural Heritage Program
(NCNHP), which is part of the NCDENR Office of
Natural Resource Planning and Conservation, is
responsible for inventorying, cataloging, and
supporting conservation efforts throughout the State
of North Carolina. The NCNHP works in
conjunction with experts from the U.S. Fish and
Wildlife Service (USFWS), the North Carolina
Department of Agriculture and Consumer Services,
and the North Carolina Wildlife Resources
Commission (NCWRC) to document the status and
location of the State’s rarest plants, animals, and
natural communities (NCDENR, 2009).
The Federal Endangered Species Act (ESA) of 1973,
as amended, is the federal regulatory tool that serves to
administer permits, implement recovery plans, and
monitor listed threatened and endangered species.
The ESA is administered by the USFWS and the
National Marine Fisheries Service. The State of North
Carolina monitors and protects local and regional rare
species and federally listed species under two
individual laws. Animals are currently protected by the
North Carolina Endangered Species Act which is
administered by the NCWRC. Plant species are
protected through the North Carolina Plant Protection
and Conservation Act which is administered by the
North Carolina Department of Agriculture’s Plant
Conservation Program (STV/Ralph Whitehead &
Associates, June 2009).
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
24
As requested by USFWS, the Project study area was surveyed for the presence of the
abovementioned endangered and candidate species. Biologists visited the Project study area
the week of September 28, 2009 and on July 11, 2011 and October 10, 2011. Systematic
surveys were completed within all areas of suitable habitat for the federally protected plant
species listed by USFWS. The field survey resulted in a determination that no federally
protected plants occur within the Project study area. A copy of the letter-type reports that
summarize the threatened and endangered species survey’s procedures and findings is
included in Appendix E.
The No-Build Alternative would not impact federal or state-listed threatened and endangered
species.
The Build Alternative will not impact federal or state-listed threatened and endangered species.
This determination is based on the results of NCNHP coordination and the abovementioned
threatened and endangered species survey.
3.3 HUMAN ENVIRONMENT
3.3.1 Transportation
Rail Transportation - The purpose of the Project is to grade separate the intersection of two
major Class I railroads in Uptown Charlotte and thus enhance safety, improve reliability,
improve operations, increase capacity for freight, commuter, and passenger rail, and improve
the quality of life for nearby businesses and residents. This Project is intended to remove the
daily conflict between approximately 40 NS freight trains and 10 CSXT freight trains, as well as
conflicts between passenger rail trains (both future and existing), CSXT/NS freight trains, and a
new commuter rail service proposed by the Charlotte Area Transit System (CATS). The Project
will also eliminate traffic delays created when CSXT freight trains block nearby at-grade
roadway/rail crossings for long periods (while awaiting NS dispatch priority) and will eliminate
portions of the horn noise that impacts nearby residences and businesses.
The No-Build Alternative would negatively impact freight, commuter, and passenger rail
transportation by not creating the capacity that would help improve rail operations. Future
commuter and intercity passenger rail services to and from the proposed Charlotte Gateway
Station might be hindered by CSXT freight crossing the at-grade diamond railroad crossing.
Noise and vibration impacts to nearby businesses and residences would continue and increase
as passenger and freight rail traffic increases through the Project area. According to a 2004
FRA study, if the Project is not constructed, CSXT trains will experience on average 153
minutes of delay each day once the SEHSR and CATS commuter rail services are
implemented.13
The Build Alternative will have a positive impact on freight and passenger rail transportation by
improving rail operations and increasing the efficiency of freight, commuter, and passenger rail
along both the CSXT and NS railroads. Short-term construction impacts related to rail
operations will be mitigated through the use of a single-track temporary CSXT SF Line.
13 Technical Monograph: Transportation Planning for the Richmond-Charlotte Railroad Corridor, Volumes
I & II. Federal Railroad Administration, January 2004.
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
25
Local Vehicular Transportation - The existing CSXT SF Line lies directly adjacent to NC Music
Factory Boulevard, which includes the NC Music Factory Boulevard Extension to North Graham
Street. NC Music Factory Boulevard acts as the primary access route to two local streets,
Maxwell Street and Hamilton Street. Both Maxwell Street and Hamilton Street are dead-end
streets. Vehicular traffic destined for the NC Music Factory, the Mecklenburg County garage,
and the warehouse facility located along Hamilton Street utilizes NC Music Factory Boulevard
as the primary access route.
The section of NC Music Factory Boulevard from North Graham Street to Johnson Street is
currently part of the regularly scheduled Charlotte Area Transit System (CATS) Oaklawn #26
bus route. The Oaklawn #26 route was adjusted in February 2011 to operate via NC Music
Factory Boulevard and Johnson Street in an effort to provide service to the NC Music Factory
area.
As of January 2011, there are currently seven at-grade roadway/rail crossings located within the
Project area. These crossings include six on the CSXT trackage: North Johnson Street, Giant
Cement (private drive), the ADM flour mill access drive, North Church Street, North Brevard
Street, and North Davidson Street. One private crossing (West 10th Street) crosses the NS
mainline tracks in the Project area. West Ninth Street, a public crossing along the NS railroad
near ADM, was permanently closed by the City of Charlotte in June 2009. The location of these
roadway/rail at-grade crossings can be seen in Figure 5 (Appendix A).
The No-Build Alternative would not have a significant impact on local vehicular traffic.
The Build Alternative will not have a significant or permanent impact on local vehicular traffic
along NC Music Factory Boulevard. The Build Alternative will not permanently lower the Level
of Service (LOS) on NC Music Factory Boulevard or adjacent secondary streets (i.e. Maxwell
Court and Hamilton Street). No permanent adverse impacts to pedestrians or cyclists utilizing
NC Music Factory Boulevard will occur as a result of the Project. However, the Build Alternative
will result in temporary impacts to NC Music Factory Boulevard during construction.
The temporary impacts to NC Music Factory Boulevard are related to the construction of a
temporary CSXT SF Line run-around track. It is necessary to construct the temporary CSXT SF
Line run-around in order to facilitate construction of the CSXT trench and the new NS Mainline
bridge. The footprint of the temporary CSXT SF Line run-around track will extend into the
existing NC Music Factory Boulevard right-of-way. The Project will maintain vehicular traffic
along NC Music Factory Boulevard through a two-way section of roadway with reduced lane
widths, but shifted to maintain four travel lanes. Access to all existing facilities along NC Music
Factory Boulevard will be maintained throughout construction. As the maintenance of traffic
plan is developed, special attention will be paid to events scheduled at the NC Music Factory.
To mitigate traffic impacts during construction, NCDOT will participate in a Mecklenburg
County/City of Charlotte project to extend Maxwell Court around the NC Music Factory to
provide vehicular access to the NC Music Factory main surface parking area. Once
construction is complete, the temporary CSXT SF Line run-around will be removed and NC
Music Factory Boulevard will be restored to its current configuration between Maxwell Court and
Hamilton Street. More information on the temporary CSXT SF Line and the proposed Maxwell
Court Extension is included in the Chapter 2.0 of this document.
Temporary impacts to the on-time performance of the CATS Oaklawn #26 bus route may occur
during construction. These temporary impacts will occur as a result of the capacity reductions
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
26
along NC Music Factory Boulevard related to construction of the temporary CSXT SF Line run-around.
Once construction is complete, the temporary CSXT SF Line run-around will be
removed and NC Music Factory Boulevard will be restored to its current configuration thus
eliminating delays to CATS service to and from the NC Music Factory area.
In addition, the Build Alternative will permanently
eliminate or grade separate four of the seven
existing at-grade roadway/rail crossings. Two of
these crossings will be closed permanently (North
Johnson Street, and North Church Street on the
CSXT SF Line) and two will be grade separated
(Giant Cement private drive and ADM private
drive).
With the exception of the North Church Street
closure, vehicular traffic impacts associated with
the proposed roadway/rail at-grade crossing
closures and grade separations are anticipated to
be minor. Where the existing roadway/rail at-grade
crossings are to be closed, the existing roadways
are considered low-volume (100 to 300 vehicles per
day) and, therefore, existing traffic can be accommodated by the adjacent street system.
As mitigation for closing the North Church Street crossing and to accommodate truck access to
businesses along North Church Street affected by the crossing closure, the Project will extend
Wadsworth Place one block between North Tryon Street and North Church Street and add a
truck turn-around area on North Church Street.
The location of the proposed at-grade roadway/rail crossing closures and the proposed
roadway/rail grade separations are identified in Figure 5 (Appendix A).
Parking - On-street parking is currently available along both the north and south sides of NC
Music Factory Boulevard (See Photo 2). These spaces are primarily located between North
Johnson Street and Hamilton Street. Off-street parking also exists in the Project study area,
particularly at ADM and the Mecklenburg County vehicle maintenance garage near Maxwell
Court.
The No-Build Alternative would not impact parking within the Project area.
The Build Alternative will have a temporary impact on the approximately 73 parking spaces
along both sides of NC Music Factory Boulevard and 20 parking spaces on Hamilton Street.
Temporary parking impacts will result from the addition of the temporary CSXT SF Line run-around
to be partially constructed within existing NC Music Factory Boulevard right-of-way.
Once construction is complete, the temporary CSXT SF Line run-around will be removed and
on-street parking along NC Music Factory Boulevard and Hamilton Street will be reestablished.
No impacts to the NC Music Factory parking lots are anticipated for the Build Alternative.
NCDOT, the City of Charlotte and Mecklenburg County have entered into a three-part interlocal
agreement to extend Maxwell Court around the NC Music Factory as part of the Project. This
street extension will also eliminate some parking for the City of Charlotte's maintenance garage
Photo 2: On-street parking along NC Music
Factory Boulevard
Environmental Assessment for the
CSXT/NS Mainline Grade Separation Project
27
in this area. However, once Maxwell Court Extension is built the City and County will no longer
use the garage and site, eliminating their parking needs.
The Build Alternative will also relocate some ADM truck parking as a result of relocating the
ADM flour load-out facility during construction of the trench.
3.3.2 Land Use, Zoning, & Property Acquisition
Land Use and Zoning - The Project is located in the city of Charlotte, Mecklenburg County,
North Carolina. The Project area can generally be characterized as an urbanized railroad
corridor. Land use within or directly adjacent to the Project area is comprised of a mixture of
land uses including industrial, commercial, cemetery, multi-family, and vacant/wooded lots.
According to 2009 zoning data provided by Mecklenburg County, zoning within or directly
adjacent to Project area can be categorized as heavy industrial, light industrial, uptown mixed
use, mixed use, urban residential, or business. Future land use data and 2009 zoning data are
graphically depicted in Figure 6 and Figure 7 (Appendix A), respectively.
The No-Build Alternative would not impact land use or be inconsistent with zoning.
The Build Alternative will not have a significant impact on land use or zoning as it will be
consistent with existing land use plans and local planning documents. The Project will require
the elimination of the City of Charlotte/Mecklenburg County maintenance garage along Maxwell
Court.
Property Acquisition - The No-Build Alternative would not require the acquisition of any property.
The Build Alternative will require the total take of the following parcels:
1. Parcel ID 07823202 - 715 & 721
Seaboard Street (now NC Music Factory
Boulevard) - This parcel is listed as one
parcel by the county auditor, but there are
two separate buildings on it and each one
has its own mailing address. The larger of
the two buildings had a mailing address of
715 Seaboard Street and the smaller
building had a mailing address of 721
Seaboard Street at the time this document
was written. At the time this document
was written, there were four tenants
located on this property. These tenants
included 2 cabinet shops, a steel shop,
and a plastics recycler (See Photo 3).
2. Parcel ID 07823201 - 700 West Ninth Street - This is the former location of the
Americold Logistics Company. At the time this document was prepared, this parcel was
unused and had been acquired by NCDOT.
3. Parcel ID 07813106 - 717 Johnson Street - This is a vacant triangular shaped parcel
bounded by the Elmwood/Pinewood Cemetery to the south, the CSXT railroad to the
north, and Johnson Street to the east.
4